Vehicle

ABSTRACT

When a vehicle control interface receives information indicating “Forward” from a VP, the vehicle control interface sets a value 0 in a signal indicating a rotation direction of a wheel. When the vehicle control interface receives information indicating “Reverse” from the VP, the vehicle control interface sets a value 1 in the signal indicating the rotation direction of the wheel. When the vehicle control interface receives information indicating “Invalid value” from the VP, the vehicle control interface sets a value 3 in the signal indicating the rotation direction of the wheel. The vehicle control interface provides the signal indicating the rotation direction of the wheel to an ADK.

CROSS REFERENCE TO RELATED APPLICATIONS

This is application is a continuation of U.S. application Ser. No.17/154,136, filed on Jan. 21, 2021, which is based on Japanese PatentApplication No. 2020-015723 filed with the Japan Patent Office on Jan.31, 2020, the entire contents of each of which are hereby incorporatedby reference.

BACKGROUND Field

The present disclosure relates to a vehicle capable of autonomousdriving.

Description of the Background Art

A technique relating to autonomous driving of a vehicle has recentlybeen developed. For example, Japanese Patent Laying-Open No. 2018-132015discloses a vehicle including a motive power system that manages motivepower of the vehicle in a centralized manner, a power supply system thatmanages supply of electric power to various vehicle-mounted devices in acentralized manner, and an autonomous driving system that carries outautonomous driving control of the vehicle in a centralized manner.

SUMMARY

The autonomous driving system may externally be attached to a vehiclemain body. In this case, autonomous driving is carried out as thevehicle is controlled in accordance with an instruction from theautonomous driving system. In order to enhance accuracy in autonomousdriving, a state of the vehicle is desirably appropriately provided(conveyed) to the autonomous driving system. A rotation direction ofeach wheel represents one of states of the vehicle.

The present disclosure was made to achieve the object above, and anobject of the present disclosure is to appropriately provide, in avehicle capable of autonomous driving, a signal indicating a rotationdirection of a wheel from a vehicle main body to an autonomous drivingsystem.

(1) A vehicle according to the present disclosure is a vehicle on whichan autonomous driving system is mountable, and the vehicle includes avehicle platform that controls the vehicle in accordance with aninstruction from the autonomous driving system and a vehicle controlinterface that interfaces between the vehicle platform and theautonomous driving system. The vehicle platform fixes a rotationdirection of a wheel based on a pulse provided from a wheel speed sensorprovided in the wheel. The vehicle control interface provides a signalindicating the fixed rotation direction to the autonomous drivingsystem.

According to the configuration, the vehicle is provided with the vehiclecontrol interface that interfaces between the vehicle platform and theautonomous driving system. A signal indicating the rotation direction ofthe wheel fixed by the vehicle platform can thus appropriately beprovided to the autonomous driving system through the vehicle controlinterface.

(2) In one embodiment, when the vehicle platform consecutively receivesinput of two pulses indicating the same direction from the wheel speedsensor, the vehicle platform fixes the rotation direction of the wheel.

According to the configuration, the vehicle platform fixes the rotationdirection of the wheel when the vehicle platform consecutively receivestwo pulses indicating the same direction from the wheel speed sensor.Therefore, as compared with an example where the rotation direction ofthe wheel is fixed each time the vehicle platform receives a pulse fromthe wheel speed sensor, erroneous detection of the rotation direction ofthe wheel can be suppressed.

(3) In one embodiment, when a rotation direction to move the vehicleforward is fixed as the rotation direction of the wheel, the vehiclecontrol interface provides a signal indicating “Forward” to theautonomous driving system, and when a rotation direction to move thevehicle rearward is fixed as the rotation direction of the wheel, thevehicle control interface provides a signal indicating “Reverse” to theautonomous driving system.

According to the configuration, an appropriate signal in accordance withthe rotation direction of the wheel can be provided to the autonomousdriving system.

(4) In one embodiment, when the rotation direction of the wheel has notbeen fixed, the vehicle control interface provides a signal indicating“Invalid value” to the autonomous driving system.

According to the configuration, when the rotation direction of the wheelhas not been fixed, a signal to that effect (a signal indicating“Invalid value”) can be provided to the autonomous driving system.

(5) In one embodiment, the vehicle control interface provides the signalindicating “Forward” to the autonomous driving system until the rotationdirection of the wheel is fixed after activation of the vehicle.

After activation of a vehicle, forward movement is assumed to be higherin probability than rearward movement. According to the configuration,the vehicle control interface provides a signal indicating “Forward” tothe autonomous driving system until the rotation direction of the wheelis fixed after activation of the vehicle. Therefore, a highly probablerotation direction of the wheel can be provided to the autonomousdriving system also until the rotation direction of the wheel is fixed.

The foregoing and other objects, features, aspects and advantages of thepresent disclosure will become more apparent from the following detaileddescription of the present disclosure when taken in conjunction with theaccompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagram showing overview of a MaaS system in which a vehicleaccording to an embodiment of the present disclosure is used.

FIG. 2 is a diagram showing a detailed configuration of a vehiclecontrol interface, a VP, and an ADK.

FIG. 3 is a diagram for illustrating setting of a signal indicating arotation direction of a wheel.

FIG. 4 is a flowchart showing a procedure of processing for fixing therotation direction of the wheel performed in the VP.

FIG. 5 is a flowchart showing a procedure of processing for conveying arotation direction of each wheel to the ADK.

FIG. 6 is a diagram of an overall configuration of MaaS.

FIG. 7 is a diagram of a system configuration of a MaaS vehicle.

FIG. 8 is a diagram showing a typical flow in an autonomous drivingsystem.

FIG. 9 is a diagram showing an exemplary timing chart of an API relatingto stop and start of the MaaS vehicle.

FIG. 10 is a diagram showing an exemplary timing chart of the APIrelating to shift change of the MaaS vehicle.

FIG. 11 is a diagram showing an exemplary timing chart of the APIrelating to wheel lock of the MaaS vehicle.

FIG. 12 is a diagram showing a limit value of variation in tire turningangle,

FIG. 13 is a diagram illustrating intervention by an accelerator pedal.

FIG. 14 is a diagram illustrating intervention by a brake pedal.

FIG. 15 is a diagram of an overall configuration of MaaS.

FIG. 16 is a diagram of a system configuration of a vehicle.

FIG. 17 is a diagram showing a configuration of supply of power of thevehicle.

FIG. 18 is a diagram illustrating strategies until the vehicle is safelybrought to a standstill at the time of occurrence of a failure.

FIG. 19 is a diagram showing arrangement of representative functions ofthe vehicle.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

An embodiment of the present disclosure will be described below indetail with reference to the drawings. The same or correspondingelements in the drawings have the same reference characters allotted anddescription thereof will not be repeated.

<Overall Configuration>

FIG. 1 is a diagram showing overview of a mobility as a service (MaaS)system in which a vehicle according to an embodiment of the presentdisclosure is used.

Referring to FIG. 1, this MaaS system includes a vehicle 10, a dataserver 500, a mobility service platform (which is also referred to as“MSPF” below) 600, and autonomous driving related mobility services 700.

Vehicle 10 includes a vehicle main body 100 and an autonomous drivingkit (which is also referred to as “ADK” below) 200. Vehicle main body100 includes a vehicle control interface 110, a vehicle platform (whichis also referred to as “VP” below) 120, and a data communication module(DCM) 190.

Vehicle 10 can carry out autonomous driving in accordance with commandsfrom ADK 200 attached to vehicle main body 100. Though FIG. 1 showsvehicle main body 100 and ADK 200 at positions distant from each other,ADK 200 is actually attached to a rooftop or the like of vehicle mainbody 100. ADK 200 can also be removed from vehicle main body 100. WhileADK 200 is not attached, vehicle main body 100 can travel by manualdriving by a user. In this case, VP 120 carries out travel control(travel control in accordance with an operation by a user) in a manualmode.

Vehicle control interface 110 can communicate with ADK 200 over acontroller area network (CAN) or Ethernet®. Vehicle control interface110 receives various commands from ADK 200 by executing a prescribedapplication program interface (API) defined for each communicatedsignal. Vehicle control interface 110 provides a state of vehicle mainbody 100 to ADK 200 by executing a prescribed API defined for eachcommunicated signal.

When vehicle control interface 110 receives a command from ADK 200, itoutputs a control command corresponding to the command to VP 120.Vehicle control interface 110 obtains various types of information onvehicle main body 100 from VP 120 and outputs the state of vehicle mainbody 100 to ADK 200. A configuration of vehicle control interface 110will be described in detail later.

VP 120 includes various systems and various sensors for controllingvehicle main body 100. VP 120 carries out various types of vehiclecontrol in accordance with a command given from ADK 200 through vehiclecontrol interface 110. Namely, as VP 120 carries out various types ofvehicle control in accordance with a command from ADK 200, autonomousdriving of vehicle 10 is carried out. A configuration of VP 120 willalso be described in detail later.

ADK 200 includes an autonomous driving system (which is also referred toas “ADS” below) for autonomous driving of vehicle 10. ADK 200 creates,for example, a driving plan of vehicle 10 and outputs various commandsfor traveling vehicle 10 in accordance with the created driving plan tovehicle control interface 110 in accordance with the API defined foreach command. ADK 200 receives various signals indicating states ofvehicle main body 100 from vehicle control interface 110 in accordancewith the API defined for each signal and has the received vehicle statereflected on creation of the driving plan. A configuration of ADK 200(ADS) will also be described later.

DCM 190 includes a communication interface for vehicle main body 100 towirelessly communicate with data server 500. DCM 190 outputs varioustypes of vehicle information such as a speed, a position, or anautonomous driving state to data server 500. DCM 190 receives fromautonomous driving related mobility services 700 through MSPF 600 anddata server 500, for example, various types of data for management oftravel of an autonomous driving vehicle including vehicle 10 by mobilityservices 700.

MSPF 600 is an integrated platform to which various mobility servicesare connected. In addition to autonomous driving related mobilityservices 700, not-shown various mobility services (for example, variousmobility services provided by a ride-share company, a car-sharingcompany, an insurance company, a rent-a-car company, and a taxi company)are connected to MSPF 600. Various mobility services including mobilityservices 700 can use various functions provided by MSPF 600 by usingAPIs published on MSPF 600, depending on service contents.

Autonomous driving related mobility services 700 provide mobilityservices using an autonomous driving vehicle including vehicle 10.Mobility services 700 can obtain, for example, operation control data ofvehicle 10 that communicates with data server 500 and/or informationstored in data server 500 from MSPF 600, by using the APIs published onMSPF 600. Mobility services 700 transmit, for example, data for managingan autonomous driving vehicle including vehicle 10 to MSPF 600, by usingthe API.

MSPF 600 publishes APIs for using various types of data on vehiclestates and vehicle control necessary for development of the ADS. An ADSprovider can use as the APIs, the data on the vehicle states and vehiclecontrol necessary for development of the ADS stored in data server 500.

<Configuration of Vehicle>

FIG. 2 is a diagram showing a detailed configuration of vehicle controlinterface 110. VP 120, and ADK 200. Referring to FIG. 2, ADK 200includes a compute assembly 210, a human machine interface (HMI) 230,sensors for perception 260, sensors for pose 270, and a sensor cleaning290.

During autonomous driving of vehicle 10, compute assembly 210 obtainsinformation on an environment around the vehicle and a pose, a behavior,and a position of vehicle 10 with various sensors which will bedescribed later. Compute assembly 210 obtains a state of vehicle 10 fromVP 120 through vehicle control interface 110 and sets a next operation(acceleration, deceleration, or turning) of vehicle 10. Compute assembly210 outputs various instructions for realizing a set next operation ofvehicle 10 to vehicle control interface 110.

HMI 230 accepts an input operation from a user for vehicle 10. HMI 230can accept, for example, an input by a touch operation onto a displayscreen and/or an audio input. HMI 230 presents information to a user ofvehicle 10 by showing information on the display screen. HMI 230 maypresent information to the user of vehicle 10 by voice and sound inaddition to or instead of representation of information on the displayscreen. HMI 230 provides information to the user and accepts an inputoperation, for example, during autonomous driving, during manual drivingby a user, or at the time of transition between autonomous driving andmanual driving.

Sensors for perception 260 include sensors that perceive an environmentaround the vehicle, and are implemented, for example, by at least any oflaser imaging detection and ranging (LIDAR), a millimeter-wave radar,and a camera.

The LIDAR measures a distance based on a time period from emission ofpulsed laser beams (infrared rays) until return of the emitted beamsreflected by an object. The millimeter-wave radar measures a distanceand/or a direction to an object by emitting radio waves short inwavelength to the object and detecting radio waves that are reflectedand return from the object. The camera is arranged, for example, on arear side of a room mirror in a compartment and shoots the front ofvehicle 10. As a result of image processing onto images shot by thecamera, another vehicle, an obstacle, or a human in front of vehicle 10can be recognized. Information obtained by sensors for perception 260 isoutput to compute assembly 210.

Sensors for pose 270 detect a pose, a behavior, or a position of vehicle10. Sensors for pose 270 include, for example, an inertial measurementunit (IMU) and a global positioning system (GPS).

The IMU detects, for example, an acceleration in a front-rear direction,a lateral direction, and a vertical direction of vehicle 10 and anangular velocity in a roll direction, a pitch direction, and a yawdirection of vehicle 10. The GPS detects a position of vehicle 10 basedon information received from a plurality of GPS satellites that orbitthe Earth. Information obtained by sensors for pose 270 is output tocompute assembly 210.

Sensor cleaning 290 can remove soiling attached to various sensors.Sensor cleaning 290 removes soiling on a lens of the camera or a portionfrom which laser beams and/or radio waves are emitted, for example, witha cleaning solution and/or a wiper.

Vehicle control interface 110 includes a vehicle control interface box(VCIB) 111A and a VCIB 111B. Each of VCIBs 111A and 111B includes anelectronic control unit (ECU), and specifically contains a centralprocessing unit (CPU) and a memory (a read only memory (ROM) and arandom access memory (RAM)) (neither of which is shown). VCIB 111A andVCIB 111B are basically equivalent in function to each other. VCIB 111Aand VCIB 111B are partially different from each other in a plurality ofsystems connected thereto that make up VP 120.

Each of VCIBs 111A and 111B is communicatively connected to computeassembly 210 of ADK 200 over the CAN or the like. VCIB 111A and VCIB111B are communicatively connected to each other.

Each of VCIBs 111A and 111B relays various instructions from ADK 200 andprovides them as control commands to VP 120. More specifically, each ofVCIBs 111A and 111B executes a program stored in a memory, convertsvarious instructions provided from ADK 200 into control commands to beused for control of each system of VP 120, and provides the convertedcontrol commands to a destination system. Each of VCIBs 111A and 111Bprocesses or relays various types of vehicle information output from VP120 and provides the vehicle information as a vehicle state to ADK 200.

For at least one of systems of VP 120 such as a brake system and asteering system, VCIBs 111A and 111B are configured to be equivalent infunction to each other so that control systems between ADK 200 and VP120 are redundant. Therefore, when some kind of failure occurs in a partof the system, the function (turning or stopping) of VP 120 can bemaintained by switching between the control systems as appropriate ordisconnecting a control system where failure has occurred.

VP 120 includes brake systems 121A and 121B, steering systems 122A and122B, an electric parking brake (EPB) system 123A, a P-Lock system 123B,a propulsion system 124, a pre-crash safety (PCS) system 125, and a bodysystem 126.

Brake system 1218, steering system 122A. EPB system 123A, P-Lock system1238, propulsion system 124, and body system 126 of the plurality ofsystems of VP 120 are communicatively connected to VCIB 111A through acommunication bus.

Brake system 121A, steering system 122B, and P-Lock system 123B of theplurality of systems of VP 120 are communicatively connected to VCIB111B through a communication bus.

Brake systems 121A and 121B can control a plurality of brakingapparatuses (not shown) provided in wheels of vehicle 10. The brakingapparatus includes, for example, a disc brake system that is operatedwith a hydraulic pressure regulated by an actuator. Brake system 121Aand brake system 121B may be equivalent in function to each other.Alternatively, any one of brake systems 121A and 121B may be able toindependently control braking force of each wheel and the other thereofmay be able to control braking force such that equal braking force isgenerated in the wheels.

A wheel speed sensor 127 is connected to brake system 121B. Wheel speedsensor 127 is provided in each wheel of vehicle 10. Wheel speed sensor127 detects a rotation speed and a rotation direction of a wheel. Wheelspeed sensor 127 outputs the detected rotation speed and rotationdirection of the wheel to brake system 121B. For example, wheel speedsensor 127 provides pulses different between during rotation in adirection of forward travel of vehicle 10 and during rotation in adirection of rearward travel of vehicle 10. As will be described later,brake system 121B fixes or confirms the rotation direction of each wheelbased on the pulses from wheel speed sensor 127. Then, brake system 121Bprovides information indicating the fixed rotation direction of eachwheel to VCIB 111A.

Each of brake systems 121A and 121B receives a command from ADK 200 as acontrol command through vehicle control interface 110 and generates abraking instruction to the braking apparatus in accordance with thecontrol command. For example, brake systems 121A and 121B control thebraking apparatus based on a braking instruction generated in one ofbrake systems 121A and 121B, and when a failure occurs in one of thebrake systems, the braking apparatus is controlled based on a brakinginstruction generated in the other brake system.

Steering systems 122A and 122B can control a steering angle of asteering wheel of vehicle 10 with a steering apparatus (not shown). Thesteering apparatus includes, for example, rack-and-pinion electric powersteering (EPS) that allows adjustment of a steering angle by anactuator.

Steering systems 122A and 122B are equivalent in function to each other.Each of steering systems 122A and 122B receives a command from ADK 200as a control command through vehicle control interface 110 and generatesa steering instruction to the steering apparatus in accordance with thecontrol command. For example, steering systems 122A and 122B control thesteering apparatus based on the steering instruction generated in one ofsteering systems 122A and 1221, and when a failure occurs in one of thesteering systems, the steering apparatus is controlled based on asteering instruction generated in the other steering system.

A pinion angle sensor 128A is connected to steering system 122A. Apinion angle sensor 128B is connected to steering system 122B. Each ofpinion angle sensors 128A and 128B detects an angle of rotation (apinion angle) of a pinion gear coupled to a rotation shaft of theactuator. Pinion angle sensors 128A and 128B output detected pinionangles to steering systems 122A and 122B, respectively.

EPB system 123A can control an EPB (not shown) provided in at least anyof wheels. The EPB is provided separately from the braking apparatus,and fixes a wheel by an operation of an actuator. The EPB, for example,activates a drum brake for a parking brake provided in at least one ofwheels of vehicle 10 to fix the wheel. The EPB activates a brakingapparatus to fix a wheel, for example, with an actuator capable ofregulating a hydraulic pressure to be supplied to the braking apparatusseparately from brake systems 121A and 121B. EPB system 123A receives acommand from ADK 200 as a control command through vehicle controlinterface 110 and controls the EPB in accordance with the controlcommand.

P-Lock system 123B can control a P-Lock apparatus (not shown) providedin a transmission of vehicle 10. The P-Lock apparatus fixes rotation ofan output shalt of the transmission by fitting a protrusion provided ata tip end of a parking lock pawl into a tooth a gear (locking gear)provided as being coupled to a rotational element in the transmission. Aposition of the parking lock pawl is adjusted by an actuator. P-Locksystem 123B receives a command from ADK 200 as a control command throughvehicle control interface 110 and controls the P-Lock apparatus inaccordance with the control command.

Propulsion system 124 can switch a shift range with the use of a shiftapparatus (not shown) and can control driving force of vehicle 10 in adirection of travel that is generated from a drive source (not shown).The shift apparatus can select any of a plurality of shift ranges. Thedrive source includes, for example, a motor generator and/or an engine.Propulsion system 124 receives a command from ADK 200 as a controlcommand through vehicle control interface 110 and controls the shiftapparatus and the drive source in accordance with the control command.

PCS system 125 is communicatively connected to brake system 121B. PCSsystem 125 carries out control to avoid collision of vehicle 10 or tomitigate damage by using a result of detection by a camera/radar 129.For example, PCS system 125 detects an object in front and determineswhether or not vehicle 10 may collide with the object based on adistance to the object. When PCS system 125 determines that there ispossibility of collision with the object, it outputs a brakinginstruction to brake system 121B so as to increase braking force.

Body system 126 controls, for example, various devices in accordancewith a state or an environment of travel of vehicle 10. The variousdevices include, for example, a direction indicator, a headlight, ahazard light, a horn, a front wiper, and a rear wiper. Body system 126receives a command from ADK 200 as a control command through vehiclecontrol interface 110 and controls the various devices in accordancewith the control command.

An operation apparatus that can manually be operated by a user for thebraking apparatus, the steering apparatus, the EPB, P-Lock, the shiftapparatus, various devices, and the drive source described above mayseparately be provided.

<Fixation and Output of Rotation Direction of Wheel>

In order for ADK 200 to create an appropriate driving plan in autonomousdriving, a state of vehicle main body 10M is desirably appropriatelyobtained. A rotation direction of each wheel represents one of importantparameters that indicate a state of vehicle main body 100. By obtainingthe rotation direction of each wheel, ADK 200 can recognize, forexample, a traveling state of vehicle 10. In the present embodiment, therotation direction of each wheel fixed by VP 120 is provided to ADK 200through vehicle control interface 110. As a result of intervention ofvehicle control interface 110, the rotation direction of each wheel canappropriately be conveyed from VP 120 to ADK 200. In the presentembodiment, brake system 121B of VP 120 fixes the rotation direction ofeach wheel. Limitation to fixation of the rotation direction of eachwheel by brake system 121B is not intended, and the rotation directionof each wheel may be fixed by another system of VP 120. Though anexample in which vehicle 10 includes four wheels is described below, thepresent disclosure can be applied similarly also to a vehicle includingat most three wheels or a vehicle including at least five wheels.

<Output of Rotation Direction of Wheel: Vehicle Control Interface>

Vehicle control interface 110 sets as an output to ADK 200, a signalindicating a rotation direction of each wheel (a vehicle state) inaccordance with information (vehicle information) that indicates therotation direction of each wheel received from VP 120. Specifically,vehicle control interface 110 sets a signal (WheelSpeed_FL_Rotation)indicating a rotation direction of a front left wheel, a signal(WheelSpeed_FR_Rotation) indicating a rotation direction of a frontright wheel, a signal (WheelSpeed_RL_Rotation) indicating a rotationdirection of a rear left wheel, and a signal (WheelSpeed_RR_Rotation)indicating a rotation direction of a rear right wheel in accordance withinformation indicating the rotation direction of each wheel. Byproviding the signals indicating the rotation directions of four wheelsto ADK 200. ADK 200 can recognize the rotation direction of each wheel.Vehicle control interface 110 sets a signal indicating the rotationdirection of each wheel in accordance with FIG. 3. When the wheels donot have to particularly be distinguished from one another, the foursignals may collectively be referred to as a signal(WheelSpeed_Rotation) indicating the rotation direction of the wheel.

FIG. 3 is a diagram for illustrating setting of a signal indicating arotation direction of a wheel. FIG. 3 shows relation between a rotationdirection of a wheel and a value. Specifically, a value is shown in afield “value” and a rotation direction of a wheel is shown in a field“Description”. Remarks are given in a field “remarks”.

Referring to FIG. 3, a value 0 indicates a rotation direction (Forward)to move vehicle 10 forward. A value 1 indicates a rotation direction(Reverse) to move vehicle 10 rearward. A value 3 indicates an invalidvalue (invalid value), that is, indicates that the rotation direction ofthe wheel has not been fixed. Though a value 2 is not used in thepresent embodiment, it can be set and used as appropriate.

When the information indicating the rotation direction received from VP120 indicates “Forward”, vehicle control interface 110 sets the value 0in the signal (WheelSpeed_Rotation) indicating the rotation direction ofthe wheel. When the information indicating the rotation directionreceived from VP 120 indicates “Reverse”, vehicle control interface 110sets the value 1 in the signal indicating the rotation direction of thewheel. When the information indicating the rotation direction of thewheel received from VP 120 indicates “Invalid value,” vehicle controlinterface 110 sets the value 3 in the signal indicating the rotationdirection of the wheel.

Vehicle control interface 110 sets a value in each of the signal(WheelSpeed_FL_Rotation) indicating the rotation direction of the frontleft wheel, the signal (WheelSpeed_FR_Rotation) indicating the rotationdirection of the front right wheel, the signal (WheelSpeed_RL_Rotation)indicating the rotation direction of the rear left wheel, and the signal(WheelSpeed_RR_Rotation) indicating the rotation direction of the rearright wheel as set forth above.

When vehicle control interface 110 sets the signal indicating therotation direction of the wheel, it provides the set signal indicatingthe rotation direction of the wheel to ADK 200. ADK 200 that hasreceived the signal indicating the rotation direction of the wheel canrecognize the rotation direction of each wheel based on a valueindicated in the signal. Vehicle control interface 110 may provide thesignal indicating the rotation direction of the front left wheel, thesignal indicating the rotation direction of the front right wheel, thesignal indicating the rotation direction of the rear left wheel, and thesignal indicating the rotation direction of the rear right wheel to ADK200 individually or collectively.

Until the rotation direction of each wheel is fixed in VP 120 aftervehicle 10 is turned on, vehicle control interface 110 sets the signalindicating the rotation direction of the wheel such that “Forward” isindicated as the rotation direction of each wheel. In other words,vehicle control interface 110 sets the value 0 in each of the signalindicating the rotation direction of the front left wheel, the signalindicating the rotation direction of the front right wheel, the signalindicating the rotation direction of the rear left wheel, and the signalindicating the rotation direction of the rear right wheel. This isbecause forward movement of vehicle 10 is expected to be higher inprobability than rearward movement. Thus, a more reliable (moreprobable) rotation direction of the wheel can be provided to ADK 200also until the rotation direction of the wheel is fixed.

<<Fixation of Rotation Direction of Wheel: VP>>

VP 120 (brake system 121B in the present embodiment) fixes the rotationdirection of each wheel (the front left wheel, the front right wheel,the rear left wheel, and the rear right wheel) and provides informationindicating the fixed rotation direction to vehicle control interface110. A method of fixing the rotation direction of the wheel willspecifically be described below.

VP 120 (brake system 121B) receives an input of a pulse from wheel speedsensor 127 every prescribed control cycle. When VP 120 consecutivelyreceives two pulses indicating the same direction, it fixes thatdirection as the rotation direction of the wheel. For example, when VP120 consecutively receives two pulses that indicate a rotation directionto move vehicle 10 forward, it fixes “Forward” as the rotation directionof the wheel. Then, VP 120 sets the information indicating fixed“Forward” as information indicating the rotation direction of the wheel.When VP 120 consecutively receives two pulses indicating the rotationdirection to move vehicle 10 rearward, it fixes “Reverse” as therotation direction of the wheel. Then, VP 120 sets the informationindicating fixed “Reverse” as information indicating the rotationdirection of the wheel. Fixation of the rotation direction of the wheelat the time when two pulses indicating the same direction areconsecutively received as set forth above leads to suppression oferroneous detection.

When the rotation direction indicated by a currently received pulse isdifferent from the rotation direction indicated by a previously receivedpulse, VP 120 does not update the rotation direction of the wheel, inthis case, VP 120 maintains the previously fixed rotation direction (aprevious value) of the wheel. VP 120 fixes the previously fixed rotationdirection of the wheel as the rotation direction of the wheel and setsthe information indicating the fixed rotation direction (“Forward”,“Reverse”, or “Invalid value”) as the information indicating therotation direction of the wheel.

A pulse may not be sent from wheel speed sensor 127 due to some kind offailure as represented by communication failure. When VP 120 has notreceived a pulse from wheel speed sensor 127 within a current controlcycle, it fixes that a failure has occurred. Then, VP 120 sets theinformation indicating “Invalid value” as the information indicating therotation direction of the wheel.

In summary, VP 120 sets information indicating “Forward”, “Reverse”, or“Invalid value” as the information indicating the rotation direction ofthe wheel, based on a pulse received from wheel speed sensor 127. Then,VP 120 provides the information indicating the rotation direction of thewheel to vehicle control interface 110. The information indicating therotation direction of the wheel includes information for identifying awheel.

<Procedure of Processing for Fixing Rotation Direction of Wheel>

FIG. 4 is a flowchart showing a procedure of processing for fixing arotation direction of a wheel performed in VP 120. Processing in theflowchart in FIG. 4 is repeatedly performed in VP 120 every prescribedcontrol cycle. Though an example in which the rotation direction of thefront left wheel is fixed is representatively described with referenceto FIG. 4 and FIG. 5 which will be described later, similar processingis performed in parallel also for other wheels (the front right wheel,the rear left wheel, and the rear right wheel). Though an example inwhich processing in the flowchart in FIG. 4 is performed by softwareprocessing by VP 120 is described, a part or the entirety thereof may beimplemented by hardware (electric circuitry) made in VP 120.

VP 120 determines whether or not it has received input of a pulse fromwheel speed sensor 127 (a step 1, the step being abbreviated as “S”below). When VP 120 determines that it has received input of a pulsefrom wheel speed sensor 127 (YES in S1), it determines whether or notthe provided pulse is a pulse (an identical-direction pulse) thatindicates the rotation direction the same as the previous rotationdirection (S2).

When the provided pulse indicates the rotation direction the same as theprevious rotation direction (YES in S2), VP 120 fixes the rotationdirection indicated by the pulse as the rotation direction of the wheel(S3). Specifically, VP 120 fixes “Forward” or “Reverse” as the rotationdirection of the wheel, associates the fixed information withinformation for identifying the wheel, and sets that information asinformation indicating the rotation direction of the front left wheel.

When the provided pulse indicates a rotation direction different fromthe previous rotation direction (NO in S2), the rotation direction ofthe wheel cannot be fixed and hence VP 120 maintains the previouslyfixed rotation direction (a previous value) of the wheel (S4). In otherwords, VP 120 maintains the previously fixed rotation direction of thewheel until the rotation direction of the wheel is newly fixed. In thiscase. VP 120 associates the information (“Forward”, “Reverse”, or“Invalid value”) that indicates the previous rotation direction of thewheel with the information for identifying the wheel and sets thatinformation as the information indicating the rotation direction of thefront left wheel.

When VP 120 determines in S1 that it has not received input of a pulsefrom wheel speed sensor 127 (NO in S1), it determines that it could notobtain data due to some kind of failure as represented by communicationfailure and fixes the failure (S5). In this case, VP 120 associates theinformation indicating “invalid value” with information for identifyingthe wheel and sets that information as the information indicating therotation direction of the front left wheel.

VP 120 provides the information indicating the rotation direction of thefront left wheel fixed in S3, S4, or S5 to vehicle control interface 110(S6). Then, the process returns.

<Procedure of Processing for Conveying Rotation Direction of Wheel toADK>

FIG. 5 is a flowchart showing a procedure of processing for conveying arotation direction of each wheel to ADK 200. Processing in the flowchartin FIG. 5 is repeatedly performed in vehicle control interface 110 everyprescribed control cycle. Though an example in which processing in theflowchart in FIG. 5 is performed by software processing by vehiclecontrol interface 110 is described, a part or the entirety thereof maybe implemented by hardware (electric circuitry) made in vehicle controlinterface 110.

Vehicle control interface 110 determines whether or not it has receivedinformation indicating the rotation direction of the front left wheelfrom VP 120 (S11).

When vehicle control interface 110 has received the informationindicating the rotation direction of the front left wheel from VP 120(YES in S11), vehicle control interface 110 determines whether or notthe information indicating the rotation direction of the front leftwheel is the information indicating “Forward” (S12). When theinformation indicating the rotation direction of the front left wheel isthe information indicating “Forward” (YES in S12), vehicle controlinterface 110 sets the value 0 in the signal (WheelSpeed_FL_Rotation)indicating the rotation direction of the front left wheel (S13).

When the information indicating the rotation direction of the front leftwheel is not the information indicating “Forward” (NO in S12), vehiclecontrol interface 110 determines whether or not the informationindicating the rotation direction of the front left wheel is theinformation indicating “Reverse” (S14). When the information indicatingthe rotation direction of the front left wheel is the informationindicating “Reverse” (YES in S14), vehicle control interface 110 setsthe value 1 in the signal indicating the rotation direction of the frontleft wheel (S15).

When the information indicating the rotation direction of the front leftwheel is not the information indicating “Reverse” (NO in S14), vehiclecontrol interface 110 sets the value 3 in the signal indicating therotation direction of the front left wheel (S16). This is because thefact that the information indicating the rotation direction of the frontleft wheel indicates neither “Forward” nor “Reverse” means that theinformation indicating the rotation direction of the front left wheel isthe information indicating “Invalid value.”

When vehicle control interface 110 has not received the informationindicating the rotation direction of the front left wheel from VP 120(NO in S11), it again sets the value 3 in the signal indicating therotation direction of the front left wheel (S16). In this case, forexample, communication failure may have occurred between VP 120 andvehicle control interface 110.

When vehicle control interface 110 sets the signal indicating therotation direction of the front left wheel, it provides the set signalindicating the rotation direction of the front left wheel to ADK 200.ADK 200 can thus recognize the rotation direction of the front leftwheel.

As set forth above, in the MaaS system according to the presentembodiment, vehicle control interface 110 that interfaces between VP 120and ADK 200 is provided. The rotation direction of the wheel fixed by VP120 is thus appropriately provided to ADK 201. By appropriatelyproviding the rotation direction of the wheel. ADK 200 can create a moreproper driving plan and hence accuracy in autonomous driving can beenhanced.

Even though a developer of vehicle main body 100 is different from adeveloper of ADK 200, they can be in coordination with each other owingto development of vehicle main body 100 and ADK 200 in accordance with aprocedure and a data format (API) determined for vehicle controlinterface 110.

Though an example in which VP 120 fixes the rotation direction of thewheel is described in the present embodiment, vehicle control interface110 may fix the rotation direction of the wheel.

[First Modification]

In the embodiment, vehicle control interface 110 that has receivedinformation indicating the rotation direction of the wheel from VP 120sets a signal indicating the rotation direction of the vehicle inaccordance with relation between the rotation direction of the wheel andthe value shown in FIG. 3. For example, however, when VP 120 sets theinformation indicating the rotation direction of the wheel in accordancewith that relation, vehicle control interface 110 may relay theinformation indicating the rotation direction of the wheel to ADK 200.The rotation direction of the wheel can thus also appropriately beprovided to ADK 200.

[Second Modification]

In the embodiment, an example in which, when VP 120 consecutivelyreceives two pulses indicating the same direction, it fixes thatdirection as the rotation direction of the wheel is described.Limitation, however, to the case that the rotation direction of thewheel is fixed at the time when the VP consecutively receives two pulsesindicating the identical direction is not intended. For example, when VP120 consecutively receives a prescribed number of pulses indicating thesame direction, it may fix that direction as the rotation direction ofthe wheel. At least three pulses can be set as the prescribed number ofpulses. Erroneous detection of the rotation direction of the wheel canthus further be suppressed.

Alternatively, for example, the rotation direction of the wheel may befixed upon reception of a single pulse. In other words, VP 120 may fixthe rotation direction of the vehicle each time it receives a pulse fromwheel speed sensor 127.

[Aspects]

The exemplary embodiment described above will be understood by a personskilled in the art as a specific example of aspects below.

(Clause 1) A vehicle according to one aspect is a vehicle on which anautonomous driving system is mountable. The vehicle includes a vehicleplatform that controls the vehicle in accordance with an instructionfrom the autonomous driving system and a vehicle control interface thatinterfaces between the vehicle platform and the autonomous drivingsystem. The vehicle platform fixes a rotation direction of a wheel basedon a pulse provided from a wheel speed sensor provided in the wheel. Thevehicle control interface provides a signal indicating the fixedrotation direction to the autonomous driving system.

(Clause 2) In the vehicle described in Clause 1, when the vehicleplatform consecutively receives input of two pulses indicating the samedirection from the wheel speed sensor, the vehicle platform fixes therotation direction of the wheel.

(Clause 3) In the vehicle described in Clause 1 or 2, when a rotationdirection to move the vehicle forward is fixed as the rotation directionof the wheel, the vehicle control interface provides a signal indicating“Forward” to the autonomous driving system, and when a rotationdirection to move the vehicle rearward is fixed as the rotationdirection of the wheel, the vehicle control interface provides a signalindicating “Reverse” to the autonomous driving system.

(Clause 4) In the vehicle described in any one of Clauses 1 to 3, whenthe rotation direction of the wheel has not been fixed, the vehiclecontrol interface provides a signal indicating “Invalid value” to theautonomous driving system.

(Clause 5) in the vehicle described in Clause 3 or 4, the vehiclecontrol interface provides the signal indicating “Forward” to theautonomous driving system until the rotation direction of the wheel isfixed after activation of the vehicle.

(Clause 6) A vehicle according to one aspect includes an autonomousdriving system that creates a driving plan, a vehicle platform thatcarries out vehicle control in accordance with an instruction from theautonomous driving system, and a vehicle control interface thatinterfaces between the vehicle platform and the autonomous drivingsystem. The vehicle platform fixes a rotation direction of a wheel basedon a pulse provided from a wheel speed sensor provided in the wheel. Thevehicle control interface provides a signal indicating the fixedrotation direction to the autonomous driving system.

(Clause 7) In the vehicle described in Clause 6, when the vehicleplatform consecutively receives input of two pulses indicating the samedirection from the wheel speed sensor, the vehicle platform fixes therotation direction of the wheel.

(Clause 8) In the vehicle described in Clause 6 or 7, when a rotationdirection to move the vehicle forward is fixed as the rotation directionof the wheel, the vehicle control interface provides a signal indicating“Forward” to the autonomous driving system, and when a rotationdirection to move the vehicle rearward is fixed as the rotationdirection of the wheel, the vehicle control interface provides a signalindicating “Reverse” to the autonomous driving system.

(Clause 9) In the vehicle described in any one of Clauses 6 to 8, whenthe rotation direction of the wheel has not been fixed, the vehiclecontrol interface provides a signal indicating “Invalid value” to theautonomous driving system.

(Clause 10) In the vehicle described in Clause 8 or 9, the vehiclecontrol interface provides the signal indicating “Forward” to theautonomous driving system until the rotation direction of the wheel isfixed after activation of the vehicle.

(Clause 11) A method of controlling a vehicle according to one aspect isa method of controlling a vehicle on which an autonomous driving systemis mountable. The vehicle includes a vehicle platform that controls thevehicle in accordance with an instruction from the autonomous drivingsystem and a vehicle control interface that interfaces between thevehicle platform and the autonomous driving system. The method includesfixing, by the vehicle platform, a rotation direction of a wheel basedon a pulse provided from a wheel speed sensor provided in the wheel andproviding, by the vehicle control interface, a signal indicating thefixed rotation direction to the autonomous driving system.

(Clause 12) In the method of controlling a vehicle described in Clause11, when the vehicle platform consecutively receives input of two pulsesindicating the same direction from the wheel speed sensor, the vehicleplatform fixes the rotation direction of the wheel.

(Clause 13) The method of controlling a vehicle described in Clause 11or 12 further includes providing, by the vehicle control interface, asignal indicating “Forward” to the autonomous driving system when arotation direction to move the vehicle forward is fixed as the rotationdirection of the wheel and providing, by the vehicle control interface,a signal indicating “Reverse” to the autonomous driving system when arotation direction to move the vehicle rearward is fixed as the rotationdirection of the wheel.

(Clause 14) The method of controlling a vehicle described in any one ofClauses 11 to 13 further includes providing, by the vehicle controlinterface, a signal indicating “Invalid value” to the autonomous drivingsystem when the rotation direction of the wheel has not been fixed.

(Clause 15) The method of controlling a vehicle described in Clause 13or 14 further includes providing, by the vehicle control interface, thesignal indicating “Forward” to the autonomous driving system until therotation direction of the wheel is fixed after activation of thevehicle.

Example 1

Toyota's MaaS Vehicle Platform

API Specification

for ADS Developers

[Standard Edition #0.1]

History of Revision

TABLE 1 Date of Revision ver. Summary of Revision Reviser 2019 May 4 0.1Creating a new material MaaS Business Div.

Index

1. Outline 4

-   -   1.1. Purpose of this Specification 4    -   1.2. Target Vehicle 4    -   1.3. Definition of Term 4    -   1.4. Precaution for Handling 4

2. Structure 5

-   -   2.1. Overall Structure of MaaS 5    -   2.2. System structure of MaaS vehicle 6

3. Application Interfaces 7

-   -   3.1. Responsibility sharing of when using APIs 7    -   3.2. Typical usage of APIs 7    -   3.3. APIs for vehicle motion control 9        -   3.3.1. Functions 9        -   3.3.2. Inputs 16        -   3.3.3. Outputs 23    -   3.4. APIs for BODY control 45        -   3.4.1. Functions 45        -   3.4.2. Inputs 45        -   3.4.3. Outputs 56    -   3.5. APIs for Power control 68        -   3.5.1. Functions 68        -   3.5.2. Inputs 68        -   3.5.3. Outputs 69    -   3.6. APIs for Safety 70        -   3.6.1. Functions 70        -   3.6.2. Inputs 70        -   3.6.3. Outputs 70    -   3.7. APIs for Security 74        -   3.7.1. Functions 74        -   3.7.2. Inputs 74        -   3.7.3. Outputs 76    -   3.8. APIs for MaaS Service 80        -   3.8.1. Functions 80        -   3.8.2. Inputs 80        -   3.8.3. Outputs 80

1. Outline

1.1. Purpose of this Specification

This document is an API specification of Toyota Vehicle Platform andcontains the outline, the usage and the caveats of the applicationinterface.

1.2. Target Vehicle

e-Palette, MaaS vehicle based on the POV (Privately Owned Vehicle)manufactured by Toyota

1.3. Definition of Term

TABLE 2 Term Definition ADS Autonomous Driving System. ADK AutonomousDriving Kit VP Vehicle Platform. VCIB Vehicle Control Interface Sox.This is an ECU for the interface and the signal converter between ADSand Toyota VP's sub systems.

1.4. Precaution for Handling

This is an early draft of the document.

All the contents are subject to change. Such changes are notified to theusers. Please note that some parts are still T.B.D. will be updated inthe future.

2. Structure

2.1. Overall Structure of MaaS

The overall structure of MaaS with the target vehicle is shown (FIG. 6).

Vehicle control technology is being used as an interface for technologyproviders.

Technology providers can receive open API such as vehicle state andvehicle control, necessary for development of automated driving systems.

2.2. System Structure of MaaS Vehicle

The system architecture as a premise is shown (FIG. 7).

The target vehicle will adopt the physical architecture of using CAN forthe bus between ADS and VCIB. In order to realize each API in thisdocument, the CAN frames and the bit assignments are shown in the formof “bit assignment table” as a separate document.

3. Application Interfaces

3.1. Responsibility sharing of when using APIs

Basic responsibility sharing between ADS and vehicle VP is as followswhen using APIs.

[ADS]

The ADS should create the driving plan, and should indicate vehiclecontrol values to the VP.

[VP]

The Toyota VP should control each system of the VP based on indicationsfrom an ADS.

3.2. Typical Usage of APIs

In this section, typical usage of APIs is described.

CAN will be adopted as a communication line between ADS and VP.Therefore, basically, APIs should be executed every defined cycle timeof each API by ADS.

A typical workflow of ADS of when executing APIs is as follows (FIG. 8).

3.3. APIs for Vehicle Motion Control

In this section, the APIs for vehicle motion control which iscontrollable in the MaaS vehicle is described.

3.3.1. Functions

3.3.1.1. Standstill, Start Sequence

The transition to the standstill (immobility) mode and the vehicle startsequence are described. This function presupposes the vehicle is inAutonomy_State=Autonomous Mode. The request is rejected in other modes.

The below diagram shows an example.

Acceleration Command requests deceleration and stops the vehicle. Then,when Longitudinal_Velocity is confirmed as 0 [km/h], StandstillCommand=“Applied” is sent. After the brake hold control is finished,Standstill Status becomes “Applied”. Until then, Acceleration Commandhas to continue deceleration request. Either StandstillCommand=“Applied” or Acceleration Command's deceleration request werecanceled, the transition to the brake hold control will not happen.After that, the vehicle continues to be standstill as far as StandstillCommand=“Applied” is being sent. Acceleration Command can be set to 0(zero) during this period.

If the vehicle needs to start, the brake hold control is cancelled bysetting Standstill Command to “Released”. At the same time,acceleration/deceleration is controlled based on Acceleration Command(FIG. 9).

EPB is engaged when Standstill Status=“Applied” continues for 3 minutes.

3.3.1.2. Direction Request Sequence

The shift change sequence is described. This function presupposes thatAutonomy_State=Autonomous Mode. Otherwise, the request is rejected.

Shift change happens only during Actual_Moving_Direction=“standstill”).Otherwise, the request is rejected.

In the following diagram shows an example. Acceleration Command requestsdeceleration and makes the vehicle stop. After Actual_Moving_Directionis set to “standstill”, any shift position can be requested byPropulsion Direction Command. (in the example below, “D”→“R”).

During shift change, Acceleration Command has to request deceleration.

After the shift change, acceleration/deceleration is controlled based onAcceleration Command value (FIG. 10).

3.3.1.3. WheelLock Sequence

The engagement and release of wheel lock is described. This functionpresupposes Autonomy_State=Autonomous Mode, otherwise the request isrejected.

This function is conductible only during vehicle is stopped.Acceleration Command requests deceleration and makes the vehicle stop.After Actual_Moving_Direction is set to “standstill”, WheelLock isengaged by Immobilization Command=“Applied”. Acceleration Command is setto Deceleration until Immobilization Status is set to “Applied”.

If release is desired, Immobilization Command=“Release” is requestedwhen the vehicle is stationary. Acceleration Command is set toDeceleration at that time.

After this, the vehicle is accelerated/decelerated based on AccelerationCommand value (FIG. 11).

3.3.1.4. Road_Wheel_Angle Request

This function presupposes Autonomy_State=“Autonomous Mode”, and therequest is rejected otherwise.

Tire Turning Angle Command is the relative value fromEstimated_Road_Wheel_Angle_Actual.

For example, in case that Estimated_Road_Wheel_Angle_Actual=0.1 [rad]while the vehicle is going straight;

If ADS requests to go straight ahead, Tire Turning Angle Command shouldbe set to 0+0.1=0.1 [rad].

If ADS requests to steer by −0.3 [rad], Tire Turning Angle Commandshould be set to −0.3+0.1=−0.2 [rad].

3.3.1.5. Rider Operation

3.3.1.5.1. Acceleration Pedal Operation

While in Autonomous driving mode, accelerator pedal stroke is eliminatedfrom the vehicle acceleration demand selection.

3.3.1.5.2. Brake Pedal Operation

The action when the brake pedal is operated. In the autonomy mode,target vehicle deceleration is the sum of 1) estimated deceleration fromthe brake pedal stroke and 2) deceleration request from AD system.

3.3.1.5.3. Shift_Lever_Operation

In Autonomous driving mode, driver operation of the shift lever is notreflected in Propulsion Direction Status.

If necessary, ADS confirms Propulsion Direction by Driver and changesshift position by using Propulsion Direction Command.

3.3.1.5.4. Steering Operation

When the driver (rider) operates the steering, the maximum is selectedfrom

1) the torque value estimated from driver operation angle, and

2) the torque value calculated from requested wheel angle.

Note that Tire Turning Angle Command is not accepted if the driverstrongly turns the steering wheel. The above-mentioned is determined bySteering. Wheel Intervention flag.

3.3.2. Inputs

TABLE 3 Signal Name Description Redundancy Propulsion Direction Requestto switch between forward N/A Command (D range) and back (R range)Immobilization Request to engage/release WheelLock Applied CommandStandstill Request to maintain stationary Applied Command AccelerationRequest to acceierate/decelerate Applied Command Tire Turning Requestfront wheel angle Applied Angle Command Autonomization Request totransition between Applied Command manual mode and autonomy mode

3.3.2.1. Propulsion Direction Command

Request to switch between forward (D range) and back (R range)

Values

TABLE 4 value Description Remarks 0 No Request 2 R Shift to R range 4 DShift to D range other Reserved

Remarks

-   -   Only available when Autonomy_State=“Autonomous Mode”    -   D/R is changeable only the vehicle is stationary        (Actual_Moving_Direction=“standstill”),    -   The request while driving (moving) is rejected.    -   When system requests D/R shifting. Acceleration Command is sent        deceleration (−0.4 m/s²) simultaneously. (Only while brake is        applied.)    -   The request may not be accepted in following cases.    -   Direction_Control_Degradation_Modes=“Failure detected”

3.3.2.2. Immobilization Command

Request to engage/release WheelLock

Values

TABLE 5 value Description Remarks 0 No Request 1 Applied EPB is turnedon and TM shifts to P range 2 Released EPB is turned off and TM shiftsto the value of Propulsion Direction Command

Remarks

-   -   Available only when Autonomy_State=“Autonomous Mode”    -   Changeable only when the vehicle is stationary        (Actual_Moving_Direction=“standstill”)    -   The request is rejected when vehicle is running.    -   When Apply/Release mode change is requested, Acceleration        Command is set to deceleration (−0.4 m/s²). (Only while brake is        applied.)

3.3.2.3. Standstill Command

Request the vehicle to be stationary

Values

TABLE 6 value Description Remarks 0 No Request 1 Applied Standstill isrequested 2 Released

Remarks

-   -   Only available when Autonomy_State=“Autonomous Mode”    -   Confirmed by Standstill Status=“Applied”    -   When the vehicle is stationary (Actual_Moving_Direction        “standstill”), transition to Stand Still is enabled.    -   Acceleration Command has to be continued until Standstill Status        becomes “Applied” and Acceleration Command's deceleration        request (−0.4 m/s²) should be continued.    -   There are more cases where the request is not accepted. Details        are T.B.D.

3.3.2.4. Acceleration Command

Command vehicle acceleration

Values

Estimated_Max_Decel_Capability to Estimated_Max_Accel_Capability [m/s²]

Remarks

-   -   Only available when Autonomy_State=“Autonomous Mode”    -   Acceleration (+) and deceleration (−) request based on        Propulsion Direction Status direction    -   The upper/lower limit will vary based on        Estimated_Max_Decel_Capability and        Estimated_Max_Accel_Capability.    -   When acceleration more than Estimated_Max_Accel_Capability is        requested, the request is set to Estimated_Max_Accel_Capability.    -   When deceleration more than Estimated_Max_Decel_Capability is        requested, the request is set to Estimated_Max_Decel_Capability.    -   Depending on the accel/brake pedal stroke, the requested        acceleration may not be met. See 3.4.1.4 for more detail.    -   When Pre-Collision system is activated simultaneously, minimum        acceleration (maximum deceleration) is selected.

3.3.2.5. Tire Turning Angle Command

Command tire turning angle

Values

TABLE 7 value Description Remarks — [unit: rad]

Remarks

-   -   Left is positive value (+). Right is negative value (−).    -   Available only when Autonomy_State=“Autonomous Mode” The output        of Estimated_Road_Wheel_Angle_Actual when the vehicle is going        straight, is set to the reference value (0).    -   This requests relative value of        Estimated_Road_Wheel_Angle_Actual. (See 3.4.1.1 for details)    -   The requested value is within        Current_Road_Wheel_Angle_Rate_Limit.    -   The requested value may not be fulfilled depending on the steer        angle by the driver.

3.3.2.6. Autonomization Command

Request to transition between manual mode and autonomy mode

Values

TABLE 8 value Description Remarks 00b No Request For Autonomy 01bRequest For Autonomy 10b Deactivation Request means transition requestto manual mode

-   -   The mode may be able not to be transitioned to Autonomy mode.        (e.g. In case that a failure occurs in the vehicle platform.)

3.3.3. Outputs

TABLE 9 Signal Name Description Redundancy Propulsion Direction StatusCurrent shift range N/A Propulsion Direction by Driver Shift leverposition by driver N/A Immobilization Status Output of EPB and Shift PApplied Immobilization Request by Driver EPB switch status by driver N/AStandstill Status Stand still status N/A Estimated_Coasting_RateEstimated vehicle deceleration when throttle is closed N/AEstimated_Max_Accel_Capability Estimated maximum acceleration AppliedEstimated_Max_Decel_Capability Estimated maximum deceleration AppliedEstimated_Road_Wheel_Angle_Actual Front wheel steer angle AppliedEstimated_Road_Wheel_Angle_Rate_Actual Front wheel steer angle rateApplied Steering_Wheel_Angle_Actual Steering wheel angle N/ASteering_Wheel_Angle_Rate_Actual Steering wheel angle rate N/ACurrent_Road_Wheel_Angle_Rate_Limit Road wheel angle rate limit AppliedEstimated_Max_Lateral_Acceleration_Capability Estimated max lateralacceleration Applied Estimated_Max_Lateral_Acceleration_Rate_CapabilityEstimated max lateral acceleration rate AppliedAccelerator_Pedal_Position Position of the accelerator pedal (How muchis the N/A pedal depressed?) Accelerator_Pedal_Intervention This signalshows whether the accelerator pedal is N/A depressed by a driver(intervention) Brake_Pedal_Position Position of the brake pedal (Howmuch is the pedal T.B.D. depressed?) Brake_Pedal_Intervention Thissignal shows whether the brake pedal is T.B.D. depressed by a driver(intervention) Steering_Wheel_Intervention This signal shows whether thesteering wheel is T.B.D. turned by a driver (intervention)Shift_Lever_Intervention This signal shows whether the shift lever iscontrolled T.B.D. by a driver (intervention) WheelSpeed_FL wheel speedvalue (Front Left Wheel) N/A WheelSpeed_FL_Rotation Rotation directionof wheel (Front Left) N/A WheelSpeed_FR wheel speed value (Front RightWheel) N/A WheelSpeed_FR_Rotation Rotation direction of wheel (FrontRight) N/A WheelSpeed_RL wheel speed value (Rear Left Wheel) AppliedWheelSpeed_RL_Rotation Rotation direction of wheel (Rear Left) AppliedWheelSpeed_RR wheel speed value (Rear Right Wheel) AppliedWheelSpeed_RR_Rotation Rotation direction of wheel (Rear Right) AppliedActual_Moving_Direction Moving direction of vehicle AppliedLongitudinal_Velocity Estimated longitudinal velocity of vehicle AppliedLongitudinal_Acceleration Estimated longitudinal acceleration of vehicleApplied Lateral_Acceleration Sensor value of lateral acceleration ofvehicle Applied Yawrate Sensor value of Yaw rate Applied Autonomy_StateState of whether autonomy mode or manual mode Applied Autonomy_ReadySituation of whether the vehicle can transition to Applied autonomy modeor not Autonomy_Fault Status of whether the fault regarding afunctionality in Applied autonomy mode occurs or not

3.3.3.1. Propulsion Direction Status

Current shift range

Values

TABLE 10 value Description remarks 0 Reserved 1 P 2 R 3 N 4 D 5 B 6Reserved 7 Invalid value

Remarks

-   -   When the shift range is indeterminate, this output is set to        “Invalid Value”.    -   When the vehicle becomes the following status during VO mode.        [Propulsion Direction Status] will turn to “P”.        -   [Longitudinal_Velocity]=0 [km/h]        -   [Brake_Pedal_Position]<Threshold value (T.B.D.) (in case of            being determined that the pedal isn't depressed)    -   [1st_Left_Seat_Belt_Status]=Unbuckled    -   [1st_Left_Door_Open_Status]=Opened

3.3.3.2. Propulsion Direction by Driver

Shift lever position by driver operation

Values

TABLE 11 value Description remarks 0 No Request 1 P 2 R 3 N 4 D 5 B 6Reserved 7 Invalid value

Remarks

-   -   Output based on the lever position operated by driver    -   If the driver releases his hand of the shift lever, the lever        returns to the central position and the output is set as “No        Request”.    -   When the vehicle becomes the following status during NVO mode.        [Propulsion Direction by Driver] will turn to “1(P)”.        -   [Longitudinal_Velocity]=0 [km/h]        -   [Brake_Pedal_Position]<Threshold value (T.B.D.) (in case of            being determined that the pedal isn't depressed)        -   [1st_Left_Seat_Belt_Status]=Unbuckled        -   [1st_Left_Door_Open_Status]=Opened

3.3.3.3. Immobilization Status

Output EPB and Shift-P status

Values

<Primary>

TABLE 12 Value Shift EPB Description Remarks 0 0 Shift set to other thanP, and EPB Released 1 0 Shift set to P and EPB Released 0 1 Shift set toother than P, and EPB applied 1 1 Shift set to P and EPB Applied

<Secondary>

TABLE 13 Value Shift Description Remarks 0 0 Other than Shift P 1 0Shift P 0 1 Reserved 1 1 Reserved

Remarks

-   -   Secondary signal does not include EPB lock status.

3.3.3.4. Immobilization Request by Driver

Driver operation of EPB switch

Values

TABLE 14 value Description remarks 0 No Request 1 Engaged 2 Released 3Invalid value

Remarks

-   -   “Engaged” is outputted while the EPB switch is being pressed.    -   “Released” is outputted while the EPB switch is being pulled.

3.3.3.5. Standstill Status

Vehicle stationary status

TABLE 15 Value Description remarks 0 Released 1 Applied 2 Reserved 3Invalid value

Remarks

-   -   When Standstill Status=Applied continues for 3 minutes, EPB is        activated.    -   If the vehicle is desired to start, ADS requests Standstill        Command=“Released”.

3.3.3.6. Estimated_Coasting_Rate

Estimated vehicle deceleration when throttle is closed

Values

[unit: m/s²]

Remarks

-   -   Estimated acceleration at WOT is calculated.    -   Slope and road load etc. are taken into estimation.    -   When the Propulsion Direction Status is “D”, the acceleration to        the forward direction shows a positive value.    -   When the Propulsion Direction Status is “R”, the acceleration to        the reverse direction shows a positive value.

3.3.3.7. Estimated_Max_Accel_Capability

Estimated maximum acceleration

Values

[unit: m/s²]

Remarks

-   -   The acceleration at WOT is calculated.    -   Slope and road load etc. are taken into estimation.    -   The direction decided by the shift position is considered to be        plus.

3.3.3.8. Estimated_Max_Decel_Capability

Estimated maximum deceleration

Values

−9.8 to 0 [unit: m/s²]

Remarks

-   -   Affected by Brake_System_Degradation_Modes. Details are T.B.D.    -   Based on vehicle state or road condition, cannot output in some        cases

3.3.3.9. Estimated_Road_Wheel_Angle_Actual

Front wheel steer angle

Values

TABLE 16 value Description Remarks others [unit: rad] Minimum ValueInvalid value The sensor is invalid.

Remarks

-   -   Left is positive value (+). Right is negative value (−).    -   Before “the wheel angle when the vehicle is going straight”        becomes available, this signal is Invalid value.

3.3.3.10. Estimated_Road_Wheel_Angle_Rate_Actual

Front wheel steer angle rate

Values

TABLE 17 value Description Remarks others [unit: rad/s] Minimum ValueInvalid value

Remarks

-   -   Left is positive value (+). Right is negative value (−).

3.3.3.11. Steering_Wheel_Angle_Actual

Steering wheel angle

TABLE 18 Value Description Remarks others [unit: rad] Minimum ValueInvalid value

Remarks

-   -   Left is positive value (+). Right is negative value (−).    -   The steering angle converted from the steering assist motor        angle    -   Before “the wheel angle when the vehicle is going straight”        becomes available, this signal is Invalid value.

3.3.3.12. Steering_Wheel_Angle_Rate_Actual

Steering wheel angle rate

Values

TABLE 19 Value Description Remarks others [unit: rad/s] Minimum ValueInvalid value

Remarks

-   -   Left is positive value (+). Right is negative value (−).    -   The steering angle rate converted from the steering assist motor        angle rate

3.3.3.13. Current_Road_Wheel_Angle_Rate_Limit

Road wheel angle rate limit

Values

-   -   When stopped: 0.4 [rad/s]    -   While running: Show “Remarks”

Remarks

Calculated from the “vehicle speed−steering angle rate” chart like below

A) At a very low speed or stopped situation, use fixed value of 0.4[rad/s]

B) At a higher speed, the steering angle rate is calculated from thevehicle speed using 2.94 m/s³

The threshold speed between A and B is 10 [km/h] (FIG. 12).

3.3.3.14. Estimated_Max_Lateral_Acceleration_Capability

Estimated max lateral acceleration

Values

2.94 [unit: m/s²] fixed value

Remarks

-   -   Wheel Angle controller is designed within the acceleration range        up to 2.94 m/s².

3.3.3.15. Estimated_Max_Lateral_Acceleration_Rate_Capability

Estimated max lateral acceleration rate

Values

2.94 [unit: m/s³] fixed value

Remarks

-   -   Wheel Angle controller is designed within the acceleration range        up to 2.94 m/s³.

3.3.3.16. Accelerator_Pedal_Position

Position of the accelerator pedal (How much is the pedal depressed?)

Values

0 to 100 [unit: %]

Remarks

-   -   In order not to change the acceleration openness suddenly, this        signal is filtered by smoothing process.    -   In normal condition        -   The accelerator position signal after zero point calibration            is transmitted.    -   In failure condition        -   Transmitted failsafe value (0×FF)

3.3.3.17. Accelerator Pedal Intervention

This signal shows whether the accelerator pedal is depressed by a driver(intervention).

Values

TABLE 20 Value Description Remarks 0 Not depressed 1 depressed 2 Beyondautonomy acceleration

Remarks

-   -   When Accelerator_Pedal_Position is higher than the defined        threshold value (ACCL_INTV), this signal        [Accelerator_Pedal_Intervention] will turn to “depressed”.

When the requested acceleration from depressed acceleration pedal ishigher than the requested acceleration from system (ADS, PCS etc.), thissignal will turn to “Beyond autonomy acceleration”.

-   -   During NVO mode, accelerator request will be rejected.        Therefore, this signal will not turn to “2”

Detail design (FIG. 13)

3.3.3.18. Brake_Pedal_Position

Position of the brake pedal (How much is the pedal depressed?)

Values

0 to 100 [unit: %]

Remarks

-   -   In the brake pedal position sensor failure:        -   Transmitted failsafe value (0×FF)    -   Due to assembling error, this value might be beyond 100%.

3.3.3.19. Brake_Pedal_Intervention

This signal shows whether the brake pedal is depressed by a driver(intervention).

Values

TABLE 21 Value Description Remarks 0 Not depressed 1 depressed 2 Beyondautonomy deceleration

Remarks

-   -   When Brake_Pedal_Position is higher than the defined threshold        value (BRK-TNTV), this signal [Brake_Pedal_Intervention] will        turn to “depressed”.    -   When the requested deceleration from depressed brake pedal is        higher than the requested deceleration from system (ADS, PCS        etc.), this signal will turn to “Beyond autonomy deceleration”.

Detail design (FIG. 14)

3.3.3.20. Steering_Wheel-Intervention

This signal shows whether the steering wheel is turned by a driver(intervention).

Values

TABLE 22 Value Description Remarks 0 Not turned 1 Turned collaborativelyDriver steering torque + steering motor torque 2 Turned by human driver

Remarks

-   -   In “Steering Wheel Intervention=1”, considering the human        driver's intent, EPS system will drive the steering with the        Human driver collaboratively.    -   In “Steering Wheel Intervention=2”, considering the human        driver's intent, EPS system will reject the steering requirement        from autonomous driving kit. (The steering will be driven the        human driver.)

3.3.3.21. Shift_Lever_Intervention

This signal shows whether the shift lever is controlled by a driver(intervention).

Values

TABLE 23 Value Description Remarks 0 OFF 1 ON Controlled (moved to anyshift position)

Remarks

-   -   N/A

3.3.3.22. WheelSpeed_FL, WheelSpeed_FR, WheelSpeed_RL, WheelSpeed_RR

wheel speed value

Values

TABLE 24 Value Description Remarks others Velocity [unit: m/s] MaximumValue Invalid value The sensor is invalid.

Remarks

-   -   T.B.D.

3.3.3.23. WheelSpeed_FL_Rotation, WheelSpeed_FR_Rotation,WheelSpeed_RL_Rotation, WheelSpeed_RR_Rotation

Rotation direction of each wheel

Values

TABLE 25 value Description remarks 0 Forward 1 Reverse 2 Reserved 3Invalid value The sensor is invalid.

Remarks

-   -   After activation of ECU, until the rotation direction is fixed,        “Forward” is set to this signal.    -   When detected continuously 2 (two) pulses with the same        direction, the rotation direction will be fixed.

3.3.3.24. Actual_Moving_Direction

Rotation direction of wheel

Values

TABLE 26 value Description remarks 0 Forward 1 Reverse 2 Standstill 3Undefined

Remarks

-   -   This signal shows “Standstill” when four wheel speed values are        “0” during a constant time.    -   When other than above, this signal will be determined by the        majority rule of four WheelSpeed_Rotations.    -   When more than two WheelSpeed_Rotations are “Reverse”, this        signal shows “Reverse”.    -   When more than two WheelSpeed_Rotations are “Forward”, this        signal shows “Forward”.    -   When “Forward” and “Reverse” are the same counts, this signal        shows “Undefined”.

3.3.3.25. Longitudinal_Velocity

Estimated longitudinal velocity of vehicle

Values

TABLE 27 Value Description Remarks others Velocity [unit: m/s] MaximumValue Invalid value The sensor is invalid.

Remarks

-   -   This signal is output as the absolute value.

3.3.3.26. Longitudinal_Acceleration

Estimated longitudinal acceleration of vehicle

Values

TABLE 28 value Description Remarks others Acceleration [unit: m/s²]Minimum Value Invalid value The sensor is invalid.

Remarks

-   -   This signal will be calculated with wheel speed sensor and        acceleration sensor.    -   When the vehicle is driven at a constant velocity on the flat        road, this signal shows “0”.

3.3.3.27. Lateral_Acceleration

Sensor value of lateral acceleration of vehicle

Values

TABLE 29 Value Description Remarks others Acceleration [unit: m/s²]Minimum Value Invalid value The sensor is invalid.

Remarks

-   -   The positive value means counterclockwise. The negative value        means clockwise.

3.3.3.28. Yawrate

Sensor value of Yaw rate

Values

TABLE 30 Value Description Remarks others Yaw rate [unit: deg/s] MinimumValue Invalid value The sensor is invalid.

Remarks

-   -   The positive value means counterclockwise. The negative value        means clockwise.

3.3.3.29. Autonomy_State

State of whether autonomy mode or manual mode

Values

TABLE 31 value Description Remarks 00 Manual Mode The mode starts fromManual mode. 01 Autonomous Mode

Remarks

-   -   The initial state is the Manual mode. (When Ready ON, the        vehicle will start from the Manual mode.)

3.3.3.30. Autonomy_Ready

Situation of whether the vehicle can transition to autonomy mode or not

Values

TABLE 32 value Description Remarks 00b Not Ready For Autonomy 01b ReadyFor Autonomy 11b Invalid means the status is not determined.

Remarks

-   -   This signal is a part of transition conditions toward the        Autonomy mode.

Please see the summary of conditions.

3.3.3.31. Autonomy_Fault

Status of whether the fault regarding a functionality in autonomy modeoccurs or not

Values

TABLE 33 value Description Remarks 00b No fault 01b Fault 11b Invalidmeans the status is not determined.

Remarks

-   -   [T.B.D.] Please see the other material regarding the fault codes        of a functionality in autonomy mode.    -   [T.B.D.] Need to consider the condition to release the status of        “fault”.

3.4. APIs for BODY control

3.4.1. Functions

T.B.D.

3.4.2. Inputs

TABLE 34 Signal Name Description Redundancy Turnsignallight_Mode_CommandCommand to control the turnsignallight N/A mode of the vehicle platformHeadlight_Mode_Command Command to control the headlight mode of N/A thevehicle platform Hazardlight_Mode_Command Command to control thehazardlight mode N/A of the vehicle platform Horn_Pattern_CommandCommand to control the pattern of horn N/A ON-time and OFF-time percycle of the vehicle platform Horn_Number_of_Cycle_Command Command tocontrol the Number of horn N/A ON/OFF cycle of the vehicle platformHorn_Continuous_Command Command to control of horn ON of the N/A vehicleplatform Windshieldwiper_Mode_Front_Command Command to control the frontwindshield N/A wiper of the vehicle platformWindshieldwiper_Intermittent_Wiping_Speed_Command Command to control theWindshield wiper N/A actuation interval at the Intermittent modeWindshieldwiper_Mode_Rear_Command Command to control the rear windshieldN/A wiper mode of the vehicle platform Hvac_1st_Command Command tostart/stop 1st row air N/A conditioning control Hvac_2nd_Command Commandto start/stop 2nd row air N/A conditioning controlHvac_TargetTemperature_1st_Left_Command Command to set the targettemperature N/A around front left areaHvac_TargetTemperature_1st_Right_Command Command to set the targettemperature N/A around front right areaHvac_TargetTemperature_2nd_Left_Command Command to set the targettemperature N/A around rear left areaHvac_TargetTemperature_2nd_Right_Command Command to set the targettemperature N/A around rear right area Hvac_Fan_Level_1st_Row_CommandCommand to set the fan level on the front N/A ACHvac_Fan_Level_2nd_Row_Command Command to set the fan level on the rearN/A AC Hvac_1st_Row_AirOutlet_Mode_Command Command to set the mode of1st row air N/A outlet Hvac_2nd_Row_AirOutlet_Mode_Command Command toset the mode of 2nd row air N/A outlet Hvac_Recirculate_Command Commandto set the air recirculation mode N/A Hvac_AC_Command Command to set theAC mode N/A

3.4.2.1. Turnsiggallight_Mode_Command

Command to control the turnsignallight mode of the vehicle platform

TABLE 35 value Description remarks 0 OFF Blinker OFF 1 Right Rightblinker ON 2 Left Left blinker ON 3 reserved

Remarks

T.B.D,

Detailed Design

When Turnsignallight_Mode_Command=1, vehicle platform sends left blinkeron request.

When Turnsignallight_Mode_Command=2, vehicle platform sends rightblinker on request.

3.4.2.2. Headlight_Mode_Command

Command to control the headlight mode of the vehicle platform

Values

TABLE 36 Value Description remarks 0 No Request Keep current mode 1 TAILmode request side lamp mode 2 HEAD mode request Lo mode 3 AUTO moderequest 4 HI mode request 5 OFF Mode Request 6-7 reserved

Remarks

-   -   This command is valid when Headlight_Driver_Input=OFF or Auto        mode ON.    -   Driver input overrides this command.    -   Headlight mode changes when Vehicle platform receives once this        command.

3.4.2.3. Hazardlight_Mode_Command

Command to control the hazardlight mode of the vehicle platform

Values

TABLE 37 value Description remarks 0 OFF command for hazardlight OFF 1ON command for hazardlight ON

Remarks

-   -   Driver input overrides this command.    -   Hazardlight is active during Vehicle Platform receives ON        command.

3.4.2.4. Horn Pattern Command

Command to control the pattern of horn ON-time and OFF-time per cycle ofthe vehicle platform

Values

TABLE 38 value Description remarks 0 No request 1 Pattern 1 ON-time: 250ms OFF-time: 750 ms 2 Pattern 2 ON-time: 500 ms OFF-time: 500 ms 3Pattern 3 reserved 4 Pattern 4 reserved 5 Pattern 5 reserved 6 Pattern 6reserved 7 Pattern 7 Reserved

Remarks

-   -   Pattern 1 is assumed to use single short ON, Pattern 2 is        assumed to use ON-OFF repeating.    -   Detail is under internal discussion.

3.4.2.5. Horn_Number_of Cycle_Command

Command to control the Number of horn ON/OFF cycle of the vehicleplatform

Values

0˜7[⋅ ⋅ ⋅ ]

Remarks

-   -   Detail is under internal discussion.

3.4.2.6. Horn_Continuous_Command

Command to control of horn ON of the vehicle platform

Values

TABLE 39 value Description remarks 0 No request 1 ON request

Remarks

-   -   This command overrides Horn_Pattern_Command,        Horn_Number_of_Cycle_Command.    -   Horn is active during Vehicle Platform receives ON command.    -   Detail is under internal discussion.

3.4.2.7. Windshieldwiper_Mode_Front_Command

Command to control the front windshield wiper of the vehicle platform

Values

TABLE 40 value Description remarks 0 OFF mode request 1 Lo mode request2 Hi mode request 3 Intermittent mode request 4 Auto mode request 5 Mistmode request One-Time Wiping 6, 7 Reserved

Remarks

-   -   This command is under internal discussion the timing of valid.    -   This command is valid when        Windshieldwiper_Front_Driver_Input=OFF or Auto mode ON.    -   Driver input overrides this command.    -   Windshieldwiper mode is kept during Vehicle platform is        receiving the command.

3.4.2.8. Windshieldwiper_Intermittent_Wiping_Speed_Command

Command to control the Windshield wiper actuation interval at theIntermittent mode

Values

TABLE 41 value Description remarks 0 FAST 1 SECOND FAST 2 THIRD FAST 3SLOW

Remarks

-   -   This command is valid when        Windshieldwiper_Mode_Front_Status=INT.    -   Driver input overrides this command.    -   Windshieldwiper intermittent mode changes when Vehicle platform        receives once this command.

3.4.2.9. Windshieldwiper_Mode_Rear_Command

Command to control the rear windshield wiper mode of the vehicleplatform

Values

TABLE 42 value Description Remarks 0 OFF mode request 1 Lo mode request2 reserved 3 Intermittent mode request 4-7 reserved

Remarks

-   -   Driver input overrides this command.    -   Windshieldwiper mode is kept during Vehicle platform is        receiving the command.    -   Wiping speed of intermittent mode is not variable.

3.4.2.10. Hvac_1st_Command

Command to start/stop 1st row air conditioning control

Values

TABLE 43 value Description Remarks 00 No request 01 ON means turning the1st air conditioning control to ON 02 OFF means turning the 1st airconditioning control to OFF

Remarks

-   -   The hvac of S-AM has a synchronization functionality.

Therefore, in order to control 4 (four) hvacs (1st_left/right,2nd_left/right) individually, VCIB achieves the following procedureafter Ready-ON. (This functionality will be implemented from the CV.)

#1: Hvac_1st_Command=ON

#2: Hvac_2nd_Command=ON

#3: Hvac_TargeLTemperature_2nd_Left_Command

#4: Hvac_TargetTemperature_2nd_Right_Command

#5: Hvac_Fan_Level_2nd_Row_Command

#6: Hvac_2nd_Row_AirOutlet_Mode_Command

#7: Hvac_TargetTemperature_1st_Left_Command

#8: Hvac_TargetTemperature_1st_Right_Command

#9: Hvac_Fan_Level_1st_Row_Command

#10: Hvac_1st_Row_AirOutlet_Mode_Command

-   -   The interval between each command needs 200 ms or more.    -   Other commands are able to be executed after #1.

3.4.2.11. Hvac_2nd_Command

Command to start/stop 2nd row air conditioning control

Values

TABLE 44 value Description Remarks 00 No request 01 ON means turning the2nd air conditioning control to ON 02 OFF means turning the 2nd airconditioning control to OFF

Remarks

-   -   N/A

3.4.2.12. Hvac_TargetTemperature_1st_Left_Command

Command to set the target temperature around front left area

Values

TABLE 45 value Description Remarks 0 No request 60 to 85 [unit: ° F.](by 1.0° F.) Temperature direction

Remarks

-   -   N/A

3.4.2.13. Hvac_TargetTemperature_1st_Right_Command

Command to set the target temperature around front right area

Values

TABLE 46 value Description Remarks 0 No request 60 to 85 [unit: ° F.](by 1.0° F.) Temperature direction

Remarks

-   -   N/A

3.4.2.14. Hvac_TargetTemperature_2nd_Left_Command

Command to set the target temperature around rear left area

Values

TABLE 47 value Description Remarks 0 No request 60 to 85 [unit: ° F.](by 1.0° F.) Temperature direction

Remarks

-   -   N/A

3.4.2.15. Hvac_TargetTempeature_2nd_Right_Command

Command to set the target temperature around rear right area

Values

TABLE 48 value Description Remarks 0 No request 60 to 85 [unit: ° F.](by 1.0° F.) Temperature direction

Remarks

-   -   N/A

3.4.2.16. Hvac_Fan_Level_1st_Row_Command

Command to set the fan level on the front AC

Values

TABLE 49 value Description Remarks 0 No request 1 to 7 (Maximum) Fanlevel direction

Remarks

-   -   If you would like to turn the fan level to 0 (OFF), you should        transmit “Hvac_1st Command=OFF”.    -   if you would like to turn the fan level to AUTO, you should        transmit “Hvac_1st_Command=ON”.

3.4.2.17. Hvac_Fan_Level_2nd_Row_Command

Command to set the fan level on the rear AC

Values

TABLE 50 value Description Remarks 0 No request 1 to 7 (Maximum) Fanlevel direction

Remarks

-   -   If you would like to turn the fan level to 0 (OFF), you should        transmit “Hvac_2nd_Command=OFF”.    -   If you would like to turn the fan level to AUTO, you should        transmit “Hvac 2nd_Command=ON”.

3.4.2.18. Hvac_1st_Row_AirOutlet_Mode_Command

Command to set the mode of 1st row air outlet

Values

TABLE 51 value Description Remarks 000b No Operation 001b UPPER Airflows to the upper body 010b U/F Air flows to the upper body and feet011b FEET Air flows to the feet. 100b F/D Air flows to the feet and thewindshield defogger operates

Remarks

-   -   N/A

3.4.2.19. Hvac_2nd_Row_AirOutlet_Mode_CommandCommand to set the mode of2nd row air outlet

Values

TABLE 52 value Description Remarks 000b No Operation 001b UPPER Airflows to the upper body 010b U/F Air flows to the upper body and feet011b FEET Air flows to the feet.

Remarks

-   -   N/A

3.4.2.20. Hvac Recirculate Command

Command to set the air recirculation mode

Values

TABLE 53 value Description Remarks 00 No request 01 ON means turning theair recirculation mode ON 02 OFF means turning the air recirculationmode OFF

Remarks

-   -   N/A

3.4.2.21. Hvac_AC_Command

Command to set the AC mode

Values

TABLE 54 value Description remarks 00 No request 01 ON means turning theAC mode ON 02 OFF means turning the AC mode OFF

Remarks

-   -   N/A

3.4.3. Outputs

TABLE 55 Signal Name Description Redundancy Turnsignallight_Mode_StatusStatus of the current turnsignallight N/A mode of the vehicle platformHeadlight_Mode_Status Status of the current headlight mode N/A of thevehicle platform Hazardlight_Mode_Status Status of the currenthazardlight N/A mode of the vehicle platform Horn_Status Status of thecurrent horn of the N/A vehicle platformWindshieldwiper_Mode_Front_Status Status of the current front windshieldN/A wiper mode of the vehicle platform Windshieldwiper_Mode_Rear_StatusStatus of the current rear windshield N/A wiper mode of the vehicleplatform Hvac_1^(st)_Status Status of activation of the 1^(st) row N/AHVAC Hvac_2^(nd)_Status Status of activation of the 2^(nd) row N/A HVACHvac_Temperature_1^(st)_Left_Status Status of set temperature of 1^(st)row N/A left Hvac_Temperature_1^(st)_Right_Status Status of settemperature of 1^(st) row N/A right Hvac_Temperature_2^(nd)_Left_StatusStatus of set temperature of 2^(nd) row N/A leftHvac_Temperature_2^(nd)_Right_Status Status of set temperature of 2^(nd)row N/A right Hvac_Fan_Level_1^(st)_Row_Status Status of set fan levelof 1^(st) row N/A Hvac_Fan_Level_2^(nd)_Row_Status Status of set fanlevel of 2^(nd) row N/A Hvac_1st_Row_AirOutlet_Mode_Status Status ofmode of 1st row air outlet N/A Hvac_2nd_Row_AirOutlet_Mode_Status Statusof mode of 2nd row air outlet N/A Hvac_Recirculate_Status Status of setair recirculation mode N/A Hvac_AC_Status Status of set AC mode N/A1st_Right_Seat_Occupancy_Status Seat occupancy status in 1st left — seat1st_Left_Seat_Belt_Status Status of driver's seat belt buckle — switch1st_Right_Seat_Belt_Status Status of passenger's seat belt — buckleswitch 2nd_Left_Seat_Belt_Status Seat belt buckle switch status in 2nd —left seat 2nd_Right_Seat_Belt_Status Seat belt buckle switch status in2nd — right seat

3.4.3.1. Turnsignallight_Mode_Status

Status of the current turnsignallight mode of the vehicle platform

Values

TABLE 56 value Description Remarks 0 OFF Turn lamp = OFF 1 Left Turnlamp L = ON (flashing) 2 Right Turn lamp R = ON (flashing) 3 invalid

Remarks

-   -   At the time of the disconnection detection of the turn lamp,        state is ON.    -   At the time of the short detection of the turn lamp, State is        OFF.

3.4.3.2. Headlight_Mode_Status

Status of the current headlight mode of the vehicle platform

Values

TABLE 57 Value Description Remarks 0 OFF 1 TAIL 2 Lo 3 reserved 4 Hi 5-6reserved 7 invalid

Remarks

-   -   N/A

Detailed Design

-   -   At the time of tail signal ON, Vehicle Platform sends 1.    -   At the time of Lo signal ON, Vehicle Platform sends 2.    -   At the time of Hi signal ON, Vehicle Platform sends 4.    -   At the time of any signal above OFF, Vehicle Platform sends 0.

3.4.3.3. Hazardlight_Mode_Status

Status of the current hazard lamp mode of the vehicle platform

Values

TABLE 58 Value Description Remarks 0 OFF Hazard lamp = OFF 1 HazardHazard lamp = ON (flashing) 2 reserved 3 invalid

Remarks

-   -   N/A

3.4.3.4. Horn_Status

Status of the current horn of the vehicle platform

Values

TABLE 59 Value Description Remarks 0 OFF 1 ON 2 reserved (unsupport) 3invalid (unsupport)

Remarks

-   -   cannot detect any failure.    -   Vehicle platform sends “1” during Horn Pattern Command is        active, if the horn is OFF.

3.4.3.5. Windshieldwiper_Mode_Front_Status Status of the current frontwindshield wiper mode of the vehicle platform Values

TABLE 60 Value Description Remarks 0 OFF Front wiper stopped 1 Lo Frontwiper being active in LO mode (also including being active in MIST,being active in coordination with washer, and being wiping at speedother than HI) 2 Hi Front wiper being active in HI mode 3 INT Frontwiper being active in INT mode (also including motor stop while beingactive in INT mode and being active in INT mode owing to vehicle speedchange function) 4-5 reserved 6 fail Front wiper failed 7 invalid

TABLE 61 Value Description Remarks 0 OFF Front wiper is stopped. 1 LoFront wiper is in LO mode (include in MIST mode, operation with washer,Medium speed). 2 Hi Front wiper is in HI mode. 3 INT Front wiper is inINT mode (include motor stopped between INT mode, INT operation ofvehicle speed change function). 4-5 reserved 6 fail Front wiper is fail.7 invalid

Remarks

Fail Mode Conditions

-   -   detect signal discontinuity    -   cannot detect except the above failure.

3.4.3.6. Windshieldwiper_Mode_Rear_Status

Status of the current rear windshield wiper mode of the vehicle platform

Values

TABLE 62 Value Description Remarks 0 OFF Rear wiper stopped 1 Lo Rearwiper being in LO mode 2 reserved 3 INT Rear wiper being in INT mode 4-5reserved 6 fail Rear wiper failed 7 invalid

Remarks

-   -   cannot detect any failure.

3.4.3.7. Hvac_1st_Status

Status of activation of the 1st row HVAC

Values

TABLE 63 value Description remarks 0b OFF 1b ON

Remarks

-   -   N/A

3.4.3.8. Hvac_2nd_Status

Status of activation of the 2nd row HVAC

Values

TABLE 64 value Description remarks 0b OFF 1b ON

Remarks

-   -   N/A

3.4.3.9. Hvac_Temperature_1st_Left_Status

Status of set temperature of 1st row left

Values

TABLE 65 value Description remarks  0 Lo Max cold 60 to 85 [unit: ° F.]Target temperature 100 Hi Max hot FFh Unknown

Remarks

-   -   N/A

3.4.3.10. Hvac_Temperature_1st_Right_Status

Status of set temperature of 1st row right

Values

TABLE 66 value Description remarks  0 Lo Max cold 60 to 85 [unit: ° F.]Target temperature 100 Hi Max hot FFh Unknown

Remarks

-   -   N/A

3.4.3.11. Hvac_Temperature_2nd_Left_Status

Status of set temperature of 2nd row left

Values

TABLE 67 value Description remarks  0 Lo Max cold 60 to 85 [unit: ° F.]Target temperature 100 Hi Max hot FFh Unknown

Remarks

-   -   N/A

3.4.3.12. Hvac_Temperature_2nd_Right_Status

Status of set temperature of 2nd row right

Values

TABLE 68 value Description remarks  0 Lo Max cold 60 to 85 [unit: ° F.]Target temperature 100 Hi Max hot FFh Unknown

Remarks

-   -   N/A

3.4.3.13. Hvac_Fan_Level_1st_Row_Status

Status of set fan level of 1st row

Values

TABLE 69 value Description remarks 0 OFF 1-7 Fan Level 8 Undefined

Remarks

-   -   N/A

3.4.3.14. Hvac_Fan_Level_2nd_Row_Status

Status of set fan level of 2nd row

Values

TABLE 70 value Description remarks 0 OFF 1-7 Fan Level 8 Undefined

Remarks

-   -   N/A

3.4.3.15. Hvac_1st_Row_AirOutlet_Mode_Status

Status of mode of 1st row air outlet

Values

TABLE 71 value Description remarks 000b ALL OFF when Auto mode is set001b UPPER Air flows to the upper body 010b U/F Air flows to the upperbody and feet 011b FEET Air flows to the feet. 100b F/D Air flows to thefeet and the windshield defogger operates 101b DEF The windshielddefogger operates 111b Undefined

Remarks

-   -   N/A

3.4.3.16. Hvac_2nd_Row_AirOutlet_Mode_Status

Status of mode of 2nd row air outlet

Values

TABLE 72 value Description remarks 000b ALL OFF when Auto mode is set001b UPPER Air flows to the upper body 010b U/F Air flows to the upperbody and feet 011b FEET Air flows to the feet. 111b Undefined

Remarks

-   -   N/A

3.4.3.17. Hvac_Recirculate_Status

Status of set air recirculation mode

Values

TABLE 73 value Description remarks 00 OFF means that the airrecirculation mode is OFF 01 ON means that the air recirculation mode isON

Remarks

-   -   N/A

3.4.3.18. Hvac_AC_Status

Status of set AC mode

Values

TABLE 74 value Description remarks 00 OFF means that the AC mode is OFF01 ON means that the AC mode is ON

Remarks

-   -   N/A

3.4.3.19. 1st_Right_Seat_Occupancy_Status

Seat occupancy status in 1st left seat

Values

TABLE 75 value Description remarks 0 Not occupied 1 Occupied 2 UndecidedIG OFF or signal from sensor being lost 3 Failed

Remarks

When there is luggage on the seat, this signal may be set to “Occupied”.

3.4.3.20. 1st_Left_Seat_Belt_Status

Status of driver's seat belt buckle switch

Values

TABLE 76 value Description remarks 0 Buckled 1 Unbuckled 2 Undetermined3 Fault of a switch

Remarks

-   -   When Driver's seat belt buckle switch status signal is not set,        [undetermined] is transmitted.

It is checking to a person in charge, when using it. (Outputs“undetermined=10” as an initial value.)

-   -   The judgement result of buckling/unbuckling shall be transferred        to CAN transmission buffer within 1.3 s after IG_ON or before        allowing firing, whichever is earlier.

3.4.3.21. 1st_Right_Seat_Belt_Status

Status of passenger's seat belt buckle switch

Values

TABLE 77 value Description remarks 0 Buckled 1 Unbuckled 2 Undetermined3 Fault of a switch

Remarks

-   -   When Passenger's seat belt buckle switch status signal is not        set, [undetermined] is transmitted.

It is checking to a person in charge, when using it. (Outputs“undetermined=10” as an initial value.)

-   -   The judgement result of buckling/unbuckling shall be transferred        to CAN transmission buffer within 1.3 s after IG_ON or before        allowing firing, whichever is earlier.

3.4.3.22. 2nd_Left_Seat_BeltStatus

Seat belt buckle switch status in 2nd left seat

Values

TABLE 78 value Description remarks 0 Buckled 1 Unbuckled 2 Undetermined3 Reserved

Remarks

-   -   cannot detect sensor failure.

3.4.3.23. 2nd_Right_Seat_Belt_Status

Seat belt buckle switch status in 2nd right seat

Values

TABLE 79 value Description remarks 0 Buckled 1 Unbuckled 2 Undetermined3 Reserved

Remarks

-   -   cannot detect any failure.

3.5. APIs for Power control

3.5.1. Functions

T.B.D,

3.5.2. Inputs

TABLE 80 Signal Name Description Redundancy Power_Mode_Request Commandto control the power N/A mode of the vehicle platform

3.5.2.1. Power_Mode_Request

Command to control the power mode of the vehicle platform

Values

TABLE 81 Value Description Remarks 00 No request 01 Sleep means “ReadyOFF” 02 Wake means that VCIB turns ON 03 Resd Reserved for dataexpansion 04 Resd Reserved for data expansion 05 Resd Reserved for dataexpansion 06 Driving Mode means “Ready ON”

Remarks

-   -   Regarding “wake”, let us share how to achieve this signal on the        CAN. (See the other material) Basically, it is based on        “ISO11989-2:2016”. Also, this signal should not be a simple        value. Anyway, please see the other material.    -   This API will reject the next request for a certain time [4000        ms] after receiving a request.

The followings are the explanation of the three power modes. i.e.

[Sleep][Wake][Driving Mode], which are controllable via API.

[Sleep]

Vehicle power off condition. In this mode, the high voltage battery doesnot supply power, and neither VCIB nor other VP ECUs are activated.

[Wake]

VCIB is awake by the low voltage battery. In this mode, ECUs other thanVCIB are not awake except for some of the body electrical ECUs.

[Driving Mode]

Ready ON mode. In this mode, the high voltage battery supplies power tothe whole VP and all the VP ECUs including VCIB are awake.

3.5.3. Outputs

TABLE 82 Signal Name Description Redundancy Power_Mode_Status Status ofthe current power N/A mode of the vehicle platform

3.5.3.1. Power_Mode_Status

Status of the current power mode of the vehicle platform

Values

TABLE 83 Value Description Remarks 00 Resd Reserved for same data alignas mode request 01 Sleep means “Ready OFF” 02 Wake means that the onlyVCIB turns ON 03 Resd Reserved for data expansion 04 Resd Reserved fordata expansion 05 Resd Reserved for data expansion 06 Driving Mode means“Ready ON” 07 unknown means unhealthy situation would occur

Remarks

-   -   VCIB will transmit [Sleep] as Power_Mode_Status continuously for        3000 [ms]after executing the sleep sequence. And then, VCIB will        be shutdown.

3.6. APIs for Safety

3.6.1. Functions

T.B.D.

3.6.2. Inputs

TABLE 84 Signal Name Description Redundancy T.B.D.

3.6.3. Outputs

TABLE 85 Signal Name Description Redundancy Request for OperationRequest for operation according to status of vehicle platform toward ADSPassive_Safety_Functions_Triggered Collision detection signal —Brake_System_Degradation_Modes Indicates AppliedBrake_System_Degradation_Modes Propulsive_System_Degradation_ModesIndicates N/A Propulsive_System_Degradation_ModesDirection_Control_Degradation_Modes Indicates N/ADirection_Control_Degradation_Modes WheelLock_Control_Degradation_ModesIndicates Applied WheelLock_Control_Degradation_ModesSteering_System_Degradation_Modes Indicates AppliedSteering_System_Degradation_Modes Power_System_Degradation_ModesIndicates Applied Power_System_Degradation_ModesCommunication_Degradation_Modes

3.6.3.1. Request for Operation

Request for operation according to status of vehicle platform toward ADS

Values

TABLE 86 value Description remarks 0 No request 1 Need maintenance 2Need back to garage 3 Need stopping safely immediately Others Reserved

Remarks

T.B.D.

3.6.3.2. Passive_Safety_Functions_Triggered

Crash detection Signal

Values

TABLE 87 value Description remarks 0 Normal 5 Crash Detection (airbag) 6Crash Detection (high voltage circuit is shut off) 7 Invalid ValueOthers Reserved

Remarks

-   -   When the event of crash detection is generated, the signal is        transmitted SU consecutive times every 100 [ms]. If the crash        detection state changes before the signal transmission is        completed, the high signal of priority is transmitted.

Priority: crash detection>normal

-   -   Transmits for 5 s regardless of ordinary response at crash,        because the vehicle breakdown judgment system shall send a        voltage OFF request for 5 s or less after crash in HV vehicle.

Transmission interval is 100 ms within fuel cutoff motion delayallowance time (I s) so that data can be transmitted more than 5 times.In this case, an instantaneous power interruption is taken into account.

3.6.3.3. Brake_System_Degradation_Modes

Indicate Brake System status

Values

TABLE 88 value Description remarks 0 Normal — 1 Failure detected —

Remarks

-   -   When the Failure is detected, Safe stop is moved.

3.6.3.4. Propulsive_System_Degradation_Modes

Indicate Powertrain System status

Values

TABLE 89 value Description remarks 0 Normal — 1 Failure detected —

Remarks

-   -   When the Failure is detected, Safe stop is moved.

3.6.3.5. Direction_Control_Degradation_Modes

Indicate Direction_Control status

Values

TABLE 90 value Description remarks 0 Normal — 1 Failure detected —

Remarks

-   -   When the Failure is detected, Safe stop is moved.    -   When the Failure is detected, Propulsion Direction Command is        refused.

3.6.3.6. WheelLock_Control_Degradation_Modes

Indicate WheelLock_Control status

Values

TABLE 91 value Description remarks 0 Normal — 1 Failure detected —

Remarks

-   -   Primary indicates EPB status, and Secondary indicates SBW        indicates.    -   When the Failure is detected, Safe stop is moved.

3.6.3.7. Steering_System_Degradation_Modes

Indicate Steering System status

Values

TABLE 92 value Description remarks 0 Normal — 1 Failure detected — 2Stationary steering Temporary lowering in performance not possible dueto high temperature or the like

Remarks

-   -   When the Failure are detected, Safe stop is moved.

3.6.3.8. Power_System_Degradation_Modes

[T.B.D]

3.6.3.9. Communication_Degradation_Modes

[T.B.D]

3.7. APIs for Security

3.7.1. Functions

T.B.D.

3.7.2. Inputs

TABLE 93 Signal Name Description Redundancy 1st_Left_Door_Lock_CommandCommand to control each door N/A 1st_Right_Door_Lock_Command lock of thevehicle platform N/A 2nd_Left_Door_Lock_Command Lock command supportsonly N/A 2nd_Right_Door_Lock_Command ALL Door Lock. N/A Unlock commandsupports 1st-left Door unlock only, and ALL Door unlock. Trunk DoorLock/unlock command include in ALL Door lock/unlockCentral_Vehicle_Lock_Exterior_Command Command to control the all doorN/A lock of the vehicle platform

3.7.2.1. 1st_Left_Door_Lock_Command, 1st_Right_Door_Lock_Command,2nd_Left_Door-Lock_Command, 2nd_Right_Door_Lock_Command

Command to control each door lock of the vehicle platform

Values

TABLE 94 Value Description Remarks 0 No Request 1 Lock (unsupported) 2Unlock 3 reserved

Remarks

-   -   Lock command supports only ALL Door Lock.    -   Unlock command supports 1st-left Door unlock only, and ALL Door        unlock.

3.7.2.2. Central_Vehicle_Lock_Exterior_Command

Command to control the all door lock of the vehicle platform.

Values

TABLE 95 Value Description Remarks 0 No Request 1 Lock (all) includetrunk lock 2 Unlock (all) include trunk unlock 3 reserved

Remarks

-   -   Lock command supports only ALL Door Lock.    -   Unlock command supports 1st-left Door unlock only, and ALL Door        unlock.

3.7.3. Outputs

TABLE 96 Signal Name Description Redundancy 1st_Left_Door_Lock_StatusStatus of the current 1st-left door N/A lock mode of the vehicleplatform 1st_Right_Door_Lock_Status Status of the current 1st-right doorN/A lock mode of the vehicle platform 2nd_Left_Door_Lock_Status Statusof the current 2nd-left door N/A lock mode of the vehicle platform2nd_Right_Door_Lock_Status Status of the current 2nd-right door N/A lockmode of the vehicle platform Central_Vehicle_Exterior_Locked_StatusStatus of the current all door lock N/A mode of the vehicle platformVehicle_Alarm_Status Status of the current vehicle alarm N/A of thevehicle platform

3.7.3.1. 1st_Left_Door_Lock_Status

Status of the current 1st-left door lock mode of the vehicle platform

Values

TABLE 97 value Description Remarks 0 reserved 1 Locked D seat locked 2Unlocked D seat unlocked 3 invalid

Remarks

-   -   cannot detect any failure.

3.7.3.2. 1st_Right_Door_Lock_Status

Status of the current 1st-right door lock mode of the vehicle platform

Values

TABLE 98 value Description remarks 0 reserved 1 Locked P seat locked 2Unlocked P seat unlocked 3 invalid

Remarks

-   -   cannot detect any failure.

3.7.3.3. 2nd_Left_Door_Lock_Status

Status of the current 2nd-left door lock mode of the vehicle platform

Values

TABLE 99 Value Description remarks 0 Reserved 1 Locked RL seat locked 2Unlocked RL seat unlocked 3 invalid

Remarks

-   -   cannot detect any failure.

3.7.3.4. 2nd_Right_Door_Lock_Status

Status of the current 2nd-right door lock mode of the vehicle platform

Values

TABLE 100 value Description remarks 0 reserved 1 Locked RR seat locked 2Unlocked RR seat unlocked 3 invalid

Remarks

-   -   cannot detect any failure.

3.7.3.5. Central_Vehicle_Exterior_Locked_Status

Status of the current all door lock mode of the vehicle platform

Values

TABLE 101 value Description remarks 0 Reserved (unsupport) 1 All Locked(unsupport) 2 Anything Unlocked (unsupport) 3 invalid (unsupport)

Remarks

-   -   Vehicle platform refers to each door lock status,    -   in case any door unlocked, sends 0.    -   in case all door locked, sends 1.

3.7.3.6. Vehicle_Alarm_Status

Status of the current vehicle alarm of the vehicle platform

Values

TABLE 102 Value Descripton remarks 0 Disarmed Auto alarm system notactive 1 Armed Auto alarm system active • not on alert 2 Active Autoalarm system active • on alert 3 invalid

Remarks

N/A

3.8. APIs for MaaS Service

3.8.1. Functions

T.B.D.

3.8.2. Inputs

TABLE 103 Signal Name Description Redundancy T.B.D.

3.8.3. Outputs

TABLE 104 Signal Name Description Redundancy T.B.D.

Example 2

Toyota's MaaS Vehicle Platform

Architecture Specification

[Standard Edition #0.1]

History of Revision

TABLE 105 Date of Revision ver. Summary of Revision Reviser 2019 Nov. 40.1 Creating a new material MaaS Business Div.

Index

1. General Concept 4

-   -   1.1. Purpose of this Specification 4    -   1.2. Target Vehicle Type 4    -   1.3. Target Electronic Platform 4    -   1.4. Definition of Term 4    -   1.5. Precaution for Handling 4    -   1.6. Overall Structure of MaaS 4    -   1.7. Adopted Development Process 6    -   1.8. ODD (Operational Design Domain) 6

2. Safety Concept 7

-   -   2.1. Outline 7    -   2.2. Hazard analysis and risk assessment 7    -   2.3. Allocation of safety requirements 8    -   2.4. Redundancy 8

3. Security Concept 10

-   -   3.1. Outline 10    -   3.2. Assumed Risks 10    -   3.3. Countermeasure for the risks 10        -   3.3.1. The countermeasure for a remote attack 11        -   3.3.2. The countermeasure for a modification 11    -   3.4. Addressing Held Data Information 11    -   3.5. Addressing Vulnerability 11    -   3.6. Contract with Operation Entity 11

4. System Architecture 12

-   -   4.1. Outline 12    -   4.2. Physical LAN architecture (in-Vehicle) 12    -   4.3. Power Supply Structure 14

5. Function Allocation 15

-   -   5.1. in a healthy situation 15    -   5.2. in a single failure 16

6. Data Collection 18

-   -   6.1. At event 18    -   6.2. Constantly 18

1. General Concept

1.1. Purpose of this Specification

This document is an architecture specification of Toyota's MaaS VehiclePlatform and contains the outline of system in vehicle level.

1.2. Target Vehicle Type

This specification is applied to the Toyota vehicles with the electronicplatform called 19ePF [ver.1 and ver.2].

The representative vehicle with 19ePF is shown as follows.

e-Palette, Sienna, RAV4, and so on.

1.3. Definition of Term

TABLE 106 Term Definition ADS Autonomous Driving System. ADK AutonomousDriving Kit VP Vehicle Platform. VCIB Vehicle Control Interface Box.This is an ECU for the interface and the signal converter between ADSand Toyota VP's sub systems.

1.4. Precaution for Handling

This is an early draft of the document.

All the contents are subject to change. Such changes are notified to theusers. Please note that some parts are still T.B.D. will be updated inthe future.

2. Architectural Concept

2.1. Overall Structure of MaaS

The overall structure of MaaS with the target vehicle is shown (FIG.15).

Vehicle control technology is being used as an interface for technologyproviders.

Technology providers can receive open API such as vehicle state andvehicle control, necessary for development of automated driving systems.

2.2. Outline of System Architecture on the Vehicle

The system architecture on the vehicle as a premise is shown (FIG. 16).

The target vehicle of this document will adopt the physical architectureof using CAN for the bus between ADS and VCIB. In order to realize eachAPI in this document, the CAN frames and the bit assignments are shownin the form of “bit assignment chart” as a separate document.

2.3. Outline of Power Supply Architecture on the Vehicle

The power supply architecture as a premise is shown as follows (FIG.17).

The blue colored parts are provided from an ADS provider. And the orangecolored parts are provided from the VP.

The power structure for ADS is isolate from the power structure for VP.Also, the ADS provider should install a redundant power structureisolated from the VP.

3. Safety Concept

3.1. Overall Safety Concept

The basic safety concept is shown as follows.

The strategy of bringing the vehicle to a safe stop when a failureoccurs is shown as follows (FIG. 18).

1. After occurrence of a failure, the entire vehicle executes “detectinga failure” and “correcting an impact of failure” and then achieves thesafety state 1.

2. Obeying the instructions from the ADS, the entire vehicle stops in asafe space at a safe speed (assumed less than 0.2 G).

However, depending on a situation, the entire vehicle should happen adeceleration more than the above deceleration if needed.

3. After stopping, in order to prevent slipping down, the entire vehicleachieves the safety state 2 by activating the immobilization system.

TABLE 107 category content Precondition Only one single failure at atime across the entire integrated vehicle. (Multiple failures are notcovered) After the initial single failure, no other failure isanticipated in the duration in which the functionality is maintained.Responsibility for In case of a single failure, the integrated vehiclethe vehicle platform should maintain the necessary functionality foruntil safety state 2 safety stop. The functionality should be maintainedfor 15 (fifteen) seconds. Basic [For ADS] Responsibility The ADS shouldcreate the driving plan and Sharing should indicate vehicle controlvalues to the VP. [For Toyota vehicle platform] The Toyota VP shouldcontrol each system of the VP based on indications from the ADS.

See the separated document called “Fault Management” regardingnotifiable single failure and expected behavior for the ADS.

3.2. Redundancy

The redundant functionalities with Toyota's MaaS vehicle are shown.

Toyota's Vehicle Platform has the following redundant functionalities tomeet the safety goals led from the functional safety analysis.

Redundant Braking

Any single failure on the Braking System doesn't cause loss of brakingfunctionality. However, depending on where the failure occurred, thecapability left might not be equivalent to the primary system'scapability. In this case, the braking system is designed to prevent thecapability from becoming 0.3 G or less.

Redundant Steering

Any single failure on the Steering System doesn't cause loss of steeringfunctionality. However, depending on where the failure occurred, thecapability left might not be equivalent to the primary system'scapability. In this case, the steering system is designed to prevent thecapability from becoming 0.3 G or less.

Redundant Immobilization

Toyota's MaaS vehicle has 2 immobilization systems. i.e. P lock and EPB.Therefore, any single failure of immobilization system doesn't causeloss of the immobilization capability. However, in the case of failure,maximum stationary slope angle is less steep than when the systems arehealthy.

Redundant Power

Any single failure on the Power Supply System doesn't cause loss ofpower supply functionality. However, in case of the primary powerfailure, the secondary power supply system keeps supplying power to thelimited systems for a certain time.

Redundant Communication

Any single failure on the Communication System doesn't cause loss of allthe communication functionality. System which needs redundancy hasphysical redundant communication lines. For more detail information, seethe chapter “Physical LAN architecture (in-Vehicle)”.

4. Security Concept

4.1. Outline

Regarding security, Toyota's MaaS vehicle adopts the security documentissued by Toyota as an upper document.

4.2. Assumed Risks

The entire risk includes not only the risks assumed on the base e-PF butalso the risks assumed for the Autono-MaaS vehicle.

The entire risk is shown as follows.

[Remote Attack]

-   -   To vehicle        -   Spoofing the center        -   ECU Software Alternation        -   DoS Attack        -   Sniffering    -   From vehicle        -   Spoofing the other vehicle        -   Software Alternation for a center or an ECU on the other            vehicle        -   DoS Attack to a center or other vehicle        -   Uploading illegal data

[Modification]

-   -   Illegal Reprogramming    -   Setting up an illegal ADK    -   Installation of an unauthenticated product by a customer

4.3. Countermeasure for the Risks

The countermeasure of the above assumed risks is shown as follows.

4.3.1. The Countermeasure for a Remote Attack

The countermeasure for a remote attack is shown as follows.

Since the autonomous driving kit communicates with the center of theoperation entity, end-to-end security should be ensured. Since afunction to provide a travel control instruction is performed,multi-layered protection in the autonomous driving kit is required. Usea secure microcomputer or a security chip in the autonomous driving kitand provide sufficient security measures as the first layer againstaccess from the outside. Use another secure microcomputer and anothersecurity chip to provide security as the second layer. (Multi-layeredprotection in the autonomous driving kit including protection as thefirst layer to prevent direct entry from the outside and protection asthe second layer as the layer below the former)

4.3.2. The Countermeasure for a Modification

The countermeasure for a modification is shown as follows.

For measures against a counterfeit autonomous driving kit, deviceauthentication and message authentication are carried out. In storing akey, measures against tampering should be provided and a key set ischanged for each pair of a vehicle and an autonomous driving kit.Alternatively, the contract should stipulate that the operation entityexercise sufficient management so as not to allow attachment of anunauthorized kit. For measures against attachment of an unauthorizedproduct by an Autono-MaaS vehicle user, the contract should stipulatethat the operation entity exercise management not to allow attachment ofan unauthorized kit.

In application to actual vehicles, conduct credible threat analysistogether, and measures for addressing most recent vulnerability of theautonomous driving kit at the time of LO should be completed.

5. Function Allocation

5.1. In a Healthy Situation

The allocation of representative functionalities is shown as below (FIG.19).

[Function Allocation]

TABLE 108 Function category Function name Related to # remarks PlanningPlan for driving path 0 Calculating control 0 e.g. longitudinal Gindications Overall API Pub/Sub 1 One system with redundancy SecurityAutonomy Driving Kit 1 One system with Authentication redundancy Message1 One system with Authentication redundancy Door locking control 8Longitudinal/Lateral Motion control 2 (Primary), 3 (Secondary)Propulsion control 4 Braking control 2, 3 Two units controlled accordingto deceleration requirement Steering control 5 One system withredundancy Immobilization control 2 (EPB), 6 (P Lock) Shift control 6Power supply Secondary battery 7 control Vehicle power control 10 Formore information, see the API specification. Access/Comfort Body control8 Turn signal, Headlight.,Window, etc. HVAC control 9 Data Data logging(at 1 event) Data logging 1 (constantly)

5.2. In a Single Failure

See the separated document called “Fault Management” regardingnotifiable single failure and expected behavior for the ADS.

Though embodiments of the present disclosure have been described above,it should be understood that the embodiments disclosed herein areillustrative and non-restrictive in every respect. The scope of thepresent invention is defined by the terms of the claims and is intendedto include any modifications within the scope and meaning equivalent tothe terms of the claims.

What is claimed is:
 1. A vehicle on which an autonomous driving systemis mountable, the vehicle comprising: a vehicle platform that controlsthe vehicle in accordance with an instruction from the autonomousdriving system; and a vehicle control interface that interfaces betweenthe vehicle platform and the autonomous driving system, wherein thevehicle platform fixes a rotation direction of a wheel based on a pulseprovided from a wheel speed sensor provided in the wheel, and thevehicle control interface provides a signal indicating the fixedrotation direction to the autonomous driving system.
 2. The vehicleaccording to claim 1, wherein when the vehicle platform consecutivelyreceives input of two pulses indicating a same direction from the wheelspeed sensor, the vehicle platform fixes the rotation direction of thewheel.
 3. The vehicle according to claim 1, wherein when a rotationdirection to move the vehicle forward is fixed as the rotation directionof the wheel, the vehicle control interface provides a signal indicating“Forward” to the autonomous driving system, and when a rotationdirection to move the vehicle rearward is fixed as the rotationdirection of the wheel, the vehicle control interface provides a signalindicating “Reverse” to the autonomous driving system.
 4. The vehicleaccording to claim 1, wherein when the rotation direction of the wheelhas not been fixed, the vehicle control interface provides a signalindicating “Invalid value” to the autonomous driving system.
 5. Thevehicle according to claim 3, wherein the vehicle control interfaceprovides the signal indicating “Forward” to the autonomous drivingsystem until the rotation direction of the wheel is fixed afteractivation of the vehicle.
 6. A vehicle comprising: an autonomousdriving system that creates a driving plan; a vehicle platform thatcarries out vehicle control in accordance with an instruction from theautonomous driving system; and a vehicle control interface thatinterfaces between the vehicle platform and the autonomous drivingsystem, wherein the vehicle platform fixes a rotation direction of awheel based on a pulse provided from a wheel speed sensor provided inthe wheel, and the vehicle control interface provides a signalindicating the fixed rotation direction to the autonomous drivingsystem.
 7. The vehicle according to claim 6, wherein when the vehicleplatform consecutively receives input of two pulses indicating a samedirection from the wheel speed sensor, the vehicle platform fixes therotation direction of the wheel.
 8. The vehicle according to claim 6,wherein when a rotation direction to move the vehicle forward is fixedas the rotation direction of the wheel, the vehicle control interfaceprovides a signal indicating “Forward” to the autonomous driving system,and when a rotation direction to move the vehicle rearward is fixed asthe rotation direction of the wheel, the vehicle control interfaceprovides a signal indicating “Reverse” to the autonomous driving system.9. The vehicle according to claim 6, wherein when the rotation directionof the wheel has not been fixed, the vehicle control interface providesa signal indicating “Invalid value” to the autonomous driving system.10. The vehicle according to claim 8, wherein the vehicle controlinterface provides the signal indicating “Forward” to the autonomousdriving system until the rotation direction of the wheel is fixed afteractivation of the vehicle.
 11. A method of controlling a vehicle onwhich an autonomous driving system is mountable, the vehicle including avehicle platform that controls the vehicle in accordance with aninstruction from the autonomous driving system and a vehicle controlinterface that interfaces between the vehicle platform and theautonomous driving system, the method comprising: fixing, by the vehicleplatform, a rotation direction of a wheel based on a pulse provided froma wheel speed sensor provided in the wheel; and providing, by thevehicle control interface, a signal indicating the fixed rotationdirection to the autonomous driving system.
 12. The method ofcontrolling a vehicle according to claim 11, wherein when the vehicleplatform consecutively receives input of two pulses indicating a samedirection from the wheel speed sensor, the vehicle platform fixes therotation direction of the wheel.
 13. The method of controlling a vehicleaccording to claim 11, further comprising: providing, by the vehiclecontrol interface, a signal indicating “Forward” to the autonomousdriving system when a rotation direction to move the vehicle forward isfixed as the rotation direction of the wheel; and providing, by thevehicle control interface, a signal indicating “Reverse” to theautonomous driving system when a rotation direction to move the vehiclerearward is fixed as the rotation direction of the wheel.
 14. The methodof controlling a vehicle according to claim 11, further comprisingproviding, by the vehicle control interface, a signal indicating“Invalid value” to the autonomous driving system when the rotationdirection of the wheel has not been fixed.
 15. The method of controllinga vehicle according to claim 13, further comprising providing, by thevehicle control interface, the signal indicating “Forward” to theautonomous driving system until the rotation direction of the wheel isfixed after activation of the vehicle.